DynoSim combinations
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*This uses a 350 block bored to size, a 3.750" stroke crank and 5.7" rods. Scat makes a cast crank and capscrew I-beam rods that will work here. Have your machine shop sonic test the cylinder walls for thickness if the bores need to go more than 0.030" over. Smokey Yunick used to recommend a minimum cylinder wall thickness of 0.135" after boring and honing. | *This uses a 350 block bored to size, a 3.750" stroke crank and 5.7" rods. Scat makes a cast crank and capscrew I-beam rods that will work here. Have your machine shop sonic test the cylinder walls for thickness if the bores need to go more than 0.030" over. Smokey Yunick used to recommend a minimum cylinder wall thickness of 0.135" after boring and honing. | ||
*Heads: Racing Head Service Pro Action 180, 72cc chambers, 2.02" intake, 1.60" exhaust. | *Heads: Racing Head Service Pro Action 180, 72cc chambers, 2.02" intake, 1.60" exhaust. | ||
| − | *Pistons: Keith Black hypereutectic #KB134, 7cc flat-top, 5/64 | + | *Pistons: Keith Black hypereutectic #KB134, 7cc flat-top, 5/64-5/64-3/16 rings, 1.433" compression height. |
*Intake manifold: Dual plane, highrise such as the Edelbrock RPM, Weiand Stealth or Professional Products Typhoon. | *Intake manifold: Dual plane, highrise such as the Edelbrock RPM, Weiand Stealth or Professional Products Typhoon. | ||
*Carburetor: 850 cfm vacuum secondary. | *Carburetor: 850 cfm vacuum secondary. | ||
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Flat tappet hydraulic cam, stock self aligning (SA) rockers, some head work for better springs. | Flat tappet hydraulic cam, stock self aligning (SA) rockers, some head work for better springs. | ||
| − | In this build, a tight budget is called for. To that end, use stock self aligning rockers. Lift is under a half inch, so the SA rockers should be OK. Check to see if using a -0.050" lock will be needed to insure the valve tip sticks up far enough above the retainer so that the retainer top surface doesn't get loaded by the side rails of the rail rockers. More on checking clearances, etc. under '''Resources''' | + | In this build, a tight budget is called for. To that end, use stock self aligning rockers. Lift is under a half inch, so the SA rockers should be OK. Check to see if using a -0.050" lock will be needed to insure the valve tip sticks up far enough above the retainer so that the retainer top surface doesn't get loaded by the side rails of the rail rockers. More info on checking clearances, etc. under [[DynoSim combinations#Resources|'''Resources''']]. |
*Bore the block 0.030", use [http://www.kb-silvolite.com/test/kb_car/performance.php?action=details&P_id=155 '''these'''] or similar 12cc dished pistons w/5.7 rods. | *Bore the block 0.030", use [http://www.kb-silvolite.com/test/kb_car/performance.php?action=details&P_id=155 '''these'''] or similar 12cc dished pistons w/5.7 rods. | ||
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===350 SBC dual four barrels=== | ===350 SBC dual four barrels=== | ||
| − | * Pistons: flat-top, 7cc's, 1.561" CH | + | * Pistons: Keith Black flat-top, 7cc's, 1.561" CH p/n KB106-030. |
*Heads: [http://www.summitracing.com/parts/EDL-5073/ Edelbrock E-Street] p/n 5073, 185cc intake runners, 70cc chambers, 9.53:1 SCR. Published flow was factored by 0.95 for this exercise. | *Heads: [http://www.summitracing.com/parts/EDL-5073/ Edelbrock E-Street] p/n 5073, 185cc intake runners, 70cc chambers, 9.53:1 SCR. Published flow was factored by 0.95 for this exercise. | ||
*High leak-down rate flat tappet hydraulic lifters such as Crane p/n 99377-16 Hi Intensity Hydraulic Lifters because we are going to use "too much" cam for the SCR. These lifters will reduce duration by 6-10 degrees under 3000 rpm for better bottom end torque. | *High leak-down rate flat tappet hydraulic lifters such as Crane p/n 99377-16 Hi Intensity Hydraulic Lifters because we are going to use "too much" cam for the SCR. These lifters will reduce duration by 6-10 degrees under 3000 rpm for better bottom end torque. | ||
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*Around 3.50:1 rear gear | *Around 3.50:1 rear gear | ||
| − | *This build uses bare RHS heads. They're inexpensive and they work good. They're filled out with good quality valves,etc. | + | *This build uses bare [http://www.racingheadservice.com/ RHS heads]. They're inexpensive and they work good. They're filled out with good quality valves, etc. Or they can be bought assembled. |
*[http://www.summitracing.com/parts/HRS-110315-10/ Here's the cam] (installed retarded 2 degrees). | *[http://www.summitracing.com/parts/HRS-110315-10/ Here's the cam] (installed retarded 2 degrees). | ||
*[http://www.summitracing.com/parts/HRS-91164N/ Roller lifters]. | *[http://www.summitracing.com/parts/HRS-91164N/ Roller lifters]. | ||
| − | *Use a Howards p/n 94402 composite distributor gear, it will outlast a bronze gear 3 to 1. | + | *Use a [http://www.daymotorsports.com/proddisp.php?ln=16665&product=HOWARDS+COMPOSITE+DISTRIBUTOR+GEARS&partnumber=HWD-94402&description=Make+bronze+distributor+gear+wear+a+thing+of+the+past!+NASCAR-proven+technology+ Howards p/n 94402 composite distributor gear], it will outlast a bronze gear 3 to 1. |
====Results==== | ====Results==== | ||
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Crane's description says this cam needs a 2500 converter, but with the amount of torque the engine will make down low a stock converter and a 3.50 gear will suffice. The lobe separation angle of 106 degrees will help make the bottom end torque that's needed for a stock converter and 3.5:1 range rear gears. The 0.450" lift will work with the stock springs and retainers. Be sure to use feeler gauges between the spring coils at full valve lift to insure that the springs don't stack solid. In theory, they shouldn't, but they have to be checked to be sure. Use 16-18 degrees of initial advance with an additional amount of mechanical advance to bring the total initial and mechanical to 34 degrees. That's all you need with these heads. You need more at the crank than you would with a stock cam though, for the motor to idle properly. We need to bring the idle down for use with a stock converter so we don't have to stand on the brake pedal at stoplights. See [[Hot rodding the HEI distributor]] for details on this and for using a vacuum advance. | Crane's description says this cam needs a 2500 converter, but with the amount of torque the engine will make down low a stock converter and a 3.50 gear will suffice. The lobe separation angle of 106 degrees will help make the bottom end torque that's needed for a stock converter and 3.5:1 range rear gears. The 0.450" lift will work with the stock springs and retainers. Be sure to use feeler gauges between the spring coils at full valve lift to insure that the springs don't stack solid. In theory, they shouldn't, but they have to be checked to be sure. Use 16-18 degrees of initial advance with an additional amount of mechanical advance to bring the total initial and mechanical to 34 degrees. That's all you need with these heads. You need more at the crank than you would with a stock cam though, for the motor to idle properly. We need to bring the idle down for use with a stock converter so we don't have to stand on the brake pedal at stoplights. See [[Hot rodding the HEI distributor]] for details on this and for using a vacuum advance. | ||
| − | To the long block, add an Edelbrock Performer RPM intake manifold and top it off with a rebuilt | + | To the long block, add an Edelbrock Performer RPM intake manifold and top it off with a rebuilt [http://www.edelbrock.com/automotive_new/mc/carbs_acc/carbs_access_main.shtml Edelbrock] Thunder series AVS 650 CFM manual choke carburetor, p/n 1805. Also get the Edelbrock choke cable p/n 8013. |
Mount a 14" x 4" air filter on top. Stack two 14 x 2's if you can't find a 4" thick element. This (and any) motor needs to breathe. Bolt on a pair of long-tube 1-5/8" to 1-3/4" headers and connect the two sides of the exhaust system by using either an X or an H pipe right after the collectors. Use the mufflers of your choice. | Mount a 14" x 4" air filter on top. Stack two 14 x 2's if you can't find a 4" thick element. This (and any) motor needs to breathe. Bolt on a pair of long-tube 1-5/8" to 1-3/4" headers and connect the two sides of the exhaust system by using either an X or an H pipe right after the collectors. Use the mufflers of your choice. | ||
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There you have it boys and girls, a tire-shredding motor with a "flat-as-a-table" torque curve and a cam that will have a slightly rough idle so the OP can pose cool down at the Sonic Drive-In. | There you have it boys and girls, a tire-shredding motor with a "flat-as-a-table" torque curve and a cam that will have a slightly rough idle so the OP can pose cool down at the Sonic Drive-In. | ||
| − | When using a flat tappet cam, break in is uber important. Read up on what to do and how to do it [http://www.crankshaftcoalition.com/ | + | When using a flat tappet cam, break in is ''uber'' important. Read up on what to do and how to do it [http://www.crankshaftcoalition.com/wiki/Camshaft_install_tips_and_tricks '''here''']. |
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===350 SBC- Cheap to build/regular fuel street motor=== | ===350 SBC- Cheap to build/regular fuel street motor=== | ||
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*Makes 365 hp @ 5000 rpm with a double torque peak of 420 ft/lbs @ 3500 and 4000 rpm. Should make this power on regular pump gas without detonation and make for a real nice daily driver motor. | *Makes 365 hp @ 5000 rpm with a double torque peak of 420 ft/lbs @ 3500 and 4000 rpm. Should make this power on regular pump gas without detonation and make for a real nice daily driver motor. | ||
*The cam begins making power at 1200 rpm, so there's little need for a looser converter. A 2000 stall converter would be all that wouold be needed to keep the car from creeping at stoplights and also to get up into the 1500 rpm bottom range of the intake manifold at the hit of the throttle. | *The cam begins making power at 1200 rpm, so there's little need for a looser converter. A 2000 stall converter would be all that wouold be needed to keep the car from creeping at stoplights and also to get up into the 1500 rpm bottom range of the intake manifold at the hit of the throttle. | ||
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| + | ==Comp Cams free simulation program== | ||
| + | *[http://www.compcams.com/camquest/default.asp Camquest], Comp Cams engine simulation program | ||
==Resources== | ==Resources== | ||
| − | *[[Valve spring | + | *[[Valve spring tech]] |
*[[Valve train geometry]] | *[[Valve train geometry]] | ||
*[[Valve train points to check]] | *[[Valve train points to check]] | ||
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*[[Drilling steam holes in smallblock Chevy heads]] | *[[Drilling steam holes in smallblock Chevy heads]] | ||
*[[Camshaft install tips and tricks]] | *[[Camshaft install tips and tricks]] | ||
| − | *[[Computer dyno simulation and engine building software]] | + | *[[Computer dyno simulation and engine building software]]<br> |
| + | {{!}}Return to [[DynoSim combinations#350 SBC L31 heads|'''''350 SBC L31 heads''''']] | ||
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[[Category:General hotrodding]] | [[Category:General hotrodding]] | ||
[[Category:Engine]] | [[Category:Engine]] | ||
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