| |  | | PART III: INSTALLATION | |  After some delays, the engine is complete and running! We dropped it into Project 11.99 a couple weeks agone, and it fired right upward. The solid roller surprisingly fabricated no fuss, and immediately settled downwardly to a smoothen idle. Not having to interruption in the cam is reason enough to get roller! Oil pressure was lower than we had expected, so we ended upwards replacing the standard book pump with a high book. Initially oil force per unit area wa almost 20-25 psi at hot idle, and 55 psi max at high rpms. With solid lifters, this isn't a problem, but we wanted more on the order of 10 psi per 1000 rpm. Since nosotros plan to spin the motor to 7000 rpm, seventy psi above 6000 would brand us comfy. The high volume (Melling 68HV) did the play a joke on, with 50 psi hot idle and equally much every bit eighty psi at high rpms. We had originally planned to give you the dyno and rails numbers in this, the 3rd part of the article series. All the same, it looks like we'll be stretching this out to a fourth commodity while we try to get our local dyno shop to reply the telephone and schedule the states an appointment. If the weather holds upwards we'll accept it to the strip too. In the meanwhile we'll go over a few more than technicalities and hurdles we resolved, which undoubtedly volition become a long way in getting united states to out goal of 400 horsepower. |
Intake Alignment
Last month we finished up the 302 past putting on the mildly modified World Sr. heads and Edelbrock Victor jr. intake. Still when we took a close look at the intake alignment we noticed the intake sat most .040" as well loftier in relation to the heads. In other words, if we looked down the intake runners we could run across an uneven transition from the intake port to caput port. What we could come across was the some of the upper head mating surface showing in the intake port. Consequently the floor of the intake port was higher than the floor of the head port, creating a "cliff". This did non come as a surprise, considering that we had milled the heads 0.030". Furthermore the intake port openings on the Victor Jr. intake are slightly smaller than the openings on the World heads. We rectified the problem by having the intake milled 0.020" per side. Nosotros arrived at this figure past placing the intake on the heads with the intakes gaskets in place, and torquing the bolts to spec. We did not employ any sealer or end track gaskets. So we visually examined the port alignment, and too used a glaze hanger, with a small curve at the tip, to probe into the port and "feel" the drop between the floor of the ports. Finally we use feeler gauges to measure out the gap at the end rails (distance between manifold and block surface). These steps gave us a good approximation that the intake needed to be lowered 0.020". This would align the tops of the ports, with a minor cliff remaining at the floor. Nosotros would then port match the intake manifold and heads to obtain a perfect alignment. To further confirm 0.020" would suffice, we gear up the intake on the heads without any gaskets (Fel Pro "Printoseal 1262 gasket is approximately 0.025" when compressed.) Without the gaskets the alignment was very close. We took our manifold to the PRI show in Sacramento, where DCM had their latest and greatest estimator controlled milling machine on display. This is the same automobile used past Rousch racing for edifice Winston Cup motors. Eventhough they didn't take the proper intake mounting pad, the talented engineers took upward to the challenge of milling the intake to our specifications. Once they figured out how to mount the intake securely, it was just a matter of setting the parameters in the computer, and sipping java while the mill did it's task. Interestingly we found that the intake surfaces had nearly 0.003" twist, occurring right nearly the h2o passages. The hot h2o and thin aluminum casting is most likely the cause. Since were were taking 0.020" off per side, this would fix the surfaces true. |
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State-of -the-art, computer controlled, milling machine by DCM. We're proud to say our intake was milled past the aforementioned machine used for Nascar Champ Dale Jarret's motors! |  | | The intake was milled 0.020" (per side). The cease seal surfaces were not milled. | | The reason nosotros went through so much problem taking measurements is two fold. First and foremost, nosotros wanted a perfectly smooth transition from intake to the head. There is no betoken in porting heads, or even buying a ready of decent flowing heads, if you are going to throw it away on poor alignment. The transition you see in the moving-picture show non only reduces port book, information technology creates poor flow and turbulence. Secondly, we wanted very accurate measurements because we didn't want to screw up milling the intake! We did quite a fleck of enquiry trying to notice a "formula" for milling intake manifolds, and the conclusion is that there is none. It would be nice to say that if you manufacturing plant the heads 0.030, you manufacturing plant the intake 0.015 per side. All the same considering nigh intakes and heads aren't perfectly aligned to begin with, this formula would still leave you with poor alignment. Another thing to consider is that obtaining perfect alignment is much easier with a single plane manifold because you can actually meet the transition on four of the eight runners. On a dual airplane intake this is impossible, and you must resort to using a coat hanger to feel the transition. We surmise that most people who have milled heads or decks, or have swapped on an aftermarket manifold or heads, accept an alignment problem. It is worth checking out and resolving. Keep | |
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