| Team 385 build detailed outline: |
| Dave McLains notes and clearencing specs or blueprint specs. I'll get some specs together on the engine, nothing all that special, .0027 clearance on the mains, about .0025 on the rods. I ended up about .001 in the hole on the deck with about .100 clearance on the intake valve and a ton on the exhaust. The camshaft worked best in on 106 intake center line with 110 lobe separation. The oil pump is a stock out of the box Melling M-84 pump with some very minor porting work, stock pressure spring. I restricted the oil to the left side of the engine using an 1/8 inch pipe plug drilled to .050. I did some minor porting on the passage from the pump to the filter as well as the drain back holes on the block, I removed the ledge from them. I also de-burred the rest of the block in the main web, distributor gear, and valley area, again, nothing special. The bob weight information is: Piston KB-137 with SCJ valve relief .125deep, .0007 pin clearance 753 grams Locks, single spiro-lox 4 grams Rings, Total Seal Gapless top, low tension oil ring set 64 grams Wrist Pin, Standard KB supplied piece 166 grams Rod, Eagle SIR6605FB(.0007 wrist pin clearance) Big End 580 grams Sml End 208 grams Bearing Standard Clevite 77 CB-818P 69 grams Allowance for Oil 3 grams Bob weight for 50% balance factor 2496 Grams The crankshaft was an Eagle crank part #104603850 this is a "3Y" design intended for external balance. It was overweighted with 3 1x1.100 slugs of heavy metal in each end to allow the counterweights to be cut down approx. .250 to reduce windage and inertia. Also the leading edges were rounded and all edges smoothed. The block is standard fare D1VE-A2A bored .030 oversize and honed with a torque plate. The ring end gaps were done as advised in the KB literature at .029 for the top and to the Total Seal spec for the 2nd ring at .021. Exact ring and bore preparation techniques used are somewhat proprietary, but it suffices to say that the bore finish is VERY slick. Hope this info helps you get some stuff together for the web Scott, heck, you know about as much as I do about the engine anyway! |
| Scott, I finally spent some time this evening and got the testing on the Team 385 engine all finished up. I tried it with the 3/8 pushrods, Bob Meyer's headers with and without mufflers and that other 1150 Dominator. The results, my best pull was 594 horsepower and 572lbs/ft on the torque figure about an 8% improvement on the Comp Cams dyno and we certainly were right there power wise with the engine. Bob's headers were not better or worse and running without the mufflers was worth less than 1% or about 4 horsepower. The 3/8 pushrods made no difference whatsoever in the torque or horsepower and that's good to know. The stock Holley 1150 was down about 25 horsepower from the Pro Systems carb. I feel now that we really nailed it on the overall combination if we would have had the correct spring package we would have easily been in the hunt. We certainly had the right carburetor, muffler arraignment and camshaft and the tune-up was right. I think it was a very good effort and everyone learned a bunch from this project, I certainly did!! I think over the weekend or starting next week I'll get this thing taken apart and the parts packed up and ready to ship. I might need some help with a few things on the shipping addresses. I'm going to send it all in one shot since taking it 20 miles down to Rolla will save me quite a bit on the total bill. Talk to you soon, Dave |
| Team 385 flow chart for the SCJ''s |
| Bill speced out a cam with a single pattern profile, it's the same intake lobe as before, he just took out some of the exhaust timing. He felt that was a good idea because of the port geometry on the Ford head. He says a port that's more like the Edelbrock is better about reversion(has low flow areas on the bottom filled in). He wants me to try it, lash it around and see what it does, if it likes to be crunched down on the exhaust or intake side he'll bump up the timing on that lobe a little bit, we'll just have to see exactly what it likes. That's the scoop, also, the starter arrived today a very nice gear reduction job sent by David at Patterson Machine. Dave |
