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this is what i'm busy with

Classic Mopar Racing Forum

  1. Oldiron440

    Oldiron440 Well-Known Member

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    I hadn't been looking you have gotten a lot of work done. The only thing I was thinking about was the lateral bar behind the door opening, did you tie it to the body in any way and also the pillar bar at the windshield?
     
  2. Oldiron440

    Oldiron440 Well-Known Member

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    It looks as though you could use some more X bracing in the rear across your down tubes and then back to your cage.
     
  3. 79410aspenrt

    79410aspenrt Well-Known Member

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    they are the long valve W2"s. PM me for his cell #.

    the cage got tagged for 8.50. no X bracing is required. post 32 and 35 show how i tied it all to the frame.
     
  4. 79410aspenrt

    79410aspenrt Well-Known Member

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    Hughes Engines

    not much happening this cold long winter up here. i managed to order this cam from Hughes Engines. should perform nicely with the W2's

    the shipping is worth more then the cam to Canada ($170 to ship) so i got it sent my in laws in Mesa, AZ. for $19.
     
  5. Oldiron440

    Oldiron440 Well-Known Member

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    That will make for a snotie sb..
     
  6. 79410aspenrt

    79410aspenrt Well-Known Member

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    I finally got some time to work on my 360. Block was honed. Crank was polished. New main/rod bearings. New file fit rings. It’s all I can do till my in laws come home from Arizona. They got my cam and headers. Once I get my hands on the cam, I can get the short block complete.

    92902166-E8B2-455A-9AD6-2BAF1246B880.jpeg

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    CAAF8CDB-79DF-413D-90A1-FB9224E5A6B7.jpeg

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    44453D26-16F4-4F30-B4B0-0DFCEF4E191A.jpeg

    C9E22810-C9BD-4FDF-9923-F218612F48EF.jpeg
     
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  7. M_Body_Coupe

    M_Body_Coupe Well-Known Member

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    Nice work man...I love the engine assembly part the most I think.

    So what approach did you take to the ring gap?
     
  8. 79410aspenrt

    79410aspenrt Well-Known Member

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    i followed the instructions that came with the rings. they have the ring gaps listed for how much NOS or boost that is going to be used.
     
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  9. M_Body_Coupe

    M_Body_Coupe Well-Known Member

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    ...so 2nd gap wider or narrow then the top?

    For a number of years, maybe still, there was an on-going debate around the contribution the 2nd gap makes. I set my gaps wider, as per the SealedPower (R-9343 25, file-fit) ring pack I ran. The question, if I remember correctly, revolved around the wider gap either:

    1) contributing to removing excess gasses from the 1st ring, thus allowing it to sit more square in the bore and sealing better
    2) allowing more oil to get past it and effectively contaminating the mixture, and contributing to detonation

    For what it's worth I never an a gapless design...been wondering if that is something I should try in my next build.
     
  10. 79410aspenrt

    79410aspenrt Well-Known Member

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    top ring gap is smaller then second ring gap.

    i talked to several engine builders around my area. most said that for what i'm doing, a gapless design is not needed.
     
  11. 79410aspenrt

    79410aspenrt Well-Known Member

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    This is the cam card from Hughes Engines. Little bit bigger then what I ordered.

    I thought it was gonna be 615/621 lift with 1.5 ratio rocker. Everything else is what they said it was gonna be.

    597F91FF-B0BF-4BAE-A560-0788B74B28ED.jpeg
     
  12. Oldiron440

    Oldiron440 Well-Known Member

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    Is it a flat tappet?
     
  13. 79410aspenrt

    79410aspenrt Well-Known Member

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    yes, solid flat tappet
     
  14. Oldiron440

    Oldiron440 Well-Known Member

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    I would definitely check valve clearance.
    How much compression does your motor have?
     
  15. M_Body_Coupe

    M_Body_Coupe Well-Known Member

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    Ha...pretty narly cam...I love it!!!

    I run their much smaller hydrualic flat tappet, the HE3844AL, although it wasn't until I tossed the 4K stall converter into the coupe that things really woke up.
     
  16. 79410aspenrt

    79410aspenrt Well-Known Member

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    off the top of my head, i think compression is at 12.4:1 with the W2's.

    i ran 2 sizes smaller solid in a 410 stroker a few years back. think it was 250/256 dur @ .050. 9.5 comp, 3.55 gears, 3800 lbs it ran 12.0's at 116 mph.
     
  17. M_Body_Coupe

    M_Body_Coupe Well-Known Member

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    Whaaaaatttt????

    You ran that big of a cam with a measly 9.5 static CR??? Heck, I won't even start asking for what the potential dynamic CR may have been, but what about cranking pressure, any readings from that?

    Seem like that would have been just much too small of a static CR to make that big of a cam work...???
     
  18. 79410aspenrt

    79410aspenrt Well-Known Member

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    no idea what cranking pressure was. i had Hughes stage 3 CNC eddie heads, 1.6 ratio rockers, hughes stage 2 ported super victor, 1-5/8'' headers, 950 pro systems carb, 4200 tcs stall, stock suspension, 3.55 8-1/4'' diff, 3800 lbs.

    i just looked up what cam i ran. HTL 5660AS.
    1.5 rocker 572/582
    1.6 rocker 610/621
    256/260 @.050

    it ran really good for a low comp engine. with a set of 4.30 gears it would have hit 11's easily. a good Ultimate Convertor would have made a huge difference also. i had 26% slippage at top end with that TCS convertor and 3.55 gear. 60' was 1.70 best.
     
  19. 79410aspenrt

    79410aspenrt Well-Known Member

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    Here is the video of the 410” with the HTL5660AS cam mentioned above
     
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  20. 4speedjim

    4speedjim Well-Known Member

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    That sounds so Healthy, Happy, and Angry the hair is still standing at attention on my arms. And there is their salute to you. Well done sir