OK I have had my short block redone by a pro engine shop.
A few last details:
I have ordered a BBC oil pump and Pickup.
Will check distributor fit and clearance.
Intake manifold to heads, Sealer yes or no. TPI runners to Premium, sealer yes or no??
Have had a hard time getting used to no sealer on my new 4.6 Fords…
Oil pan to Block and timing chain cover, Sealer yes or no?
One last major concern, really feel as this is critical, I would like a second even a third options on the head gasket:
“Adam wrote: Based on my reporting piston to deck is .022. So what head gasket do I want?? Old numbers are the same Heads are 64CC and pistons dish is +18.00cc Stock 400 stroke with 4.030 Bore.
Awesome! If I were you, I'd run the Felpro 1094 .015" thick shim gasket. That gives you an outstanding quench distance of .037", which despite the increase in static compression is supposed to help DECREASE detonation tendencies.
It also helps reduce ignition timing requirements / speeds up burn speed which helps your torque and MPG goals.”
"What you DO have going for you is faster piston speeds with your 3.75" stroke vs. a 350 and you COULD significantly improve quench velocity even at your low torque peak RPM with a very tight quench distance; that .015" gasket gives you a nice and tight .037" quench which gives you maximum "free mechanical octane booster" / quench velocity possible."
Which prompted this questions:
By
Going below .040" quench distance requires that you know for certain your dimensions. If you are sure about deck height of .022" for ALL cylinders and since you are not going to exceed about 4500 rpm (???), then you should be good. But consider that piston pin height, rod length and crank throw can vary and if they all line-up and add to the piston top being higher in the cylinder, then this could subtract a few thousands from your deck height therefore dropping the quench distance below .035".
Another factor that can come into play is the piston to cylinder wall clearance and how much the piston can rock when it goes over TDC. Just something else to think about. What is your clearance ? What kind of pistons....... forged, cast or hypereutectic ?"
To which I answered:
Kelly’s stated the follow the specs for my piston/short block:
The pistons are KB Piston Style with a D-shaped cup: Piston Material: Hypereutectic aluminum: Manufacturer's Part Number: KB142-030 UPC: 800745046819 On invoice 2/12/04 ($251.60) My pistons:
Bore (in): 4.030 in.
Piston Style: Dish, with a D-shaped cup
Compression Height (in): 1.561 in.
Piston Head Volume (cc): +18.00cc
Piston to deck is .022: ALL 7 pistons read out as .022 BUT #1 which read as .035 so it is .013 lower.
Piston to cylinder wall is .0015 to .0020 as per KB spects.
Ring gaps of new Hastings Performance Moly rings are top .026 and second .026 again according to KB specs.
Machined SBC 400 crank with 5.565" 400 rods
Rest of the specs:
The piston top, combustion chamber, and intake and exhaust valve have all been Ceramic thermal barrier coated.
Heads are stock 193 with 64cc Swirl port heads #14102193 with 1.94" / 1.5" valves, three angle seats and standard cleanup work done, Perfect circle street valve seals.
Tested stock springs with Exhaust valve rotators.
Lifters: Rhodes Roller VMax lifters
Cam is from Oregon Camshaft #806 roller cam:
Adv duration: 265/270 @.006 206/213 @ 0.050": lift: 431"/428", LSA: 114, ICL: 110
9.25:1 static CR
Cam timing at .050 Intake open .7BTDC close 33ABDC 45 BBDC Exhaust open 45 BBDC and Closes at -12 ATDC this is by the spec sheet.
1.5 ratio roller-tipped rockers Lift by 1.5 = .413/.428 ( I know the roller is worthless, but at lease they are true 1.5)
Running Rhoads V-Max roller lifters at .05% reduction so at low rpms she will be:
Dur. 196/202 Lift 393/407 Seat to seat dur. 251.5/256.5 lobe sep. 114
Degreed it very carefully even added peg timing bushing to get it dead on spec.
Stock 87 TPI intake stock Reported by DYNO2003: Induction: 668.0 CFM @ 1.50
I am running an 87 Corvette TPI. I am counting on it making some if not more of the claimed improvements of 30% more Torque, HP, and MPG with this set up.
ECM will be 7424 programed for 4L80e and modified to run MPFI, and later will add lean burn crust for extra 5/10MPG.
Stock cast iron exhausts manifolds, I am considering headers…
Plan on adding water and meth injection as well as needed.
I do not plan on running over 4500 except when in a full power take off. I will almost never run much over 3500 even claiming a mountain.
I have not heard back from Indycars
Rich
A few last details:
I have ordered a BBC oil pump and Pickup.
Will check distributor fit and clearance.
Intake manifold to heads, Sealer yes or no. TPI runners to Premium, sealer yes or no??
Have had a hard time getting used to no sealer on my new 4.6 Fords…
Oil pan to Block and timing chain cover, Sealer yes or no?
One last major concern, really feel as this is critical, I would like a second even a third options on the head gasket:
“Adam wrote: Based on my reporting piston to deck is .022. So what head gasket do I want?? Old numbers are the same Heads are 64CC and pistons dish is +18.00cc Stock 400 stroke with 4.030 Bore.
Awesome! If I were you, I'd run the Felpro 1094 .015" thick shim gasket. That gives you an outstanding quench distance of .037", which despite the increase in static compression is supposed to help DECREASE detonation tendencies.
It also helps reduce ignition timing requirements / speeds up burn speed which helps your torque and MPG goals.”
"What you DO have going for you is faster piston speeds with your 3.75" stroke vs. a 350 and you COULD significantly improve quench velocity even at your low torque peak RPM with a very tight quench distance; that .015" gasket gives you a nice and tight .037" quench which gives you maximum "free mechanical octane booster" / quench velocity possible."
Which prompted this questions:
By
"Indycars
Going below .040" quench distance requires that you know for certain your dimensions. If you are sure about deck height of .022" for ALL cylinders and since you are not going to exceed about 4500 rpm (???), then you should be good. But consider that piston pin height, rod length and crank throw can vary and if they all line-up and add to the piston top being higher in the cylinder, then this could subtract a few thousands from your deck height therefore dropping the quench distance below .035".
Another factor that can come into play is the piston to cylinder wall clearance and how much the piston can rock when it goes over TDC. Just something else to think about. What is your clearance ? What kind of pistons....... forged, cast or hypereutectic ?"
To which I answered:
Kelly’s stated the follow the specs for my piston/short block:
The pistons are KB Piston Style with a D-shaped cup: Piston Material: Hypereutectic aluminum: Manufacturer's Part Number: KB142-030 UPC: 800745046819 On invoice 2/12/04 ($251.60) My pistons:
Bore (in): 4.030 in.
Piston Style: Dish, with a D-shaped cup
Compression Height (in): 1.561 in.
Piston Head Volume (cc): +18.00cc
Piston to deck is .022: ALL 7 pistons read out as .022 BUT #1 which read as .035 so it is .013 lower.
Piston to cylinder wall is .0015 to .0020 as per KB spects.
Ring gaps of new Hastings Performance Moly rings are top .026 and second .026 again according to KB specs.
Machined SBC 400 crank with 5.565" 400 rods
Rest of the specs:
The piston top, combustion chamber, and intake and exhaust valve have all been Ceramic thermal barrier coated.
Heads are stock 193 with 64cc Swirl port heads #14102193 with 1.94" / 1.5" valves, three angle seats and standard cleanup work done, Perfect circle street valve seals.
Tested stock springs with Exhaust valve rotators.
Lifters: Rhodes Roller VMax lifters
Cam is from Oregon Camshaft #806 roller cam:
Adv duration: 265/270 @.006 206/213 @ 0.050": lift: 431"/428", LSA: 114, ICL: 110
9.25:1 static CR
Cam timing at .050 Intake open .7BTDC close 33ABDC 45 BBDC Exhaust open 45 BBDC and Closes at -12 ATDC this is by the spec sheet.
1.5 ratio roller-tipped rockers Lift by 1.5 = .413/.428 ( I know the roller is worthless, but at lease they are true 1.5)
Running Rhoads V-Max roller lifters at .05% reduction so at low rpms she will be:
Dur. 196/202 Lift 393/407 Seat to seat dur. 251.5/256.5 lobe sep. 114
Degreed it very carefully even added peg timing bushing to get it dead on spec.
Stock 87 TPI intake stock Reported by DYNO2003: Induction: 668.0 CFM @ 1.50
I am running an 87 Corvette TPI. I am counting on it making some if not more of the claimed improvements of 30% more Torque, HP, and MPG with this set up.
ECM will be 7424 programed for 4L80e and modified to run MPFI, and later will add lean burn crust for extra 5/10MPG.
Stock cast iron exhausts manifolds, I am considering headers…
Plan on adding water and meth injection as well as needed.
I do not plan on running over 4500 except when in a full power take off. I will almost never run much over 3500 even claiming a mountain.
I have not heard back from Indycars
Rich