400ci small block fuellie heads which cams should be used

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Me.
 
Right she is back on the road...
Engine ran fine just after startup.
Small test drive and than the rocker rattle started again.
I recon that after setting them staticaly .
( rattle after short while) than setting them twice running .
And then statically again....
The tappets are hydraulic and new ( edelbrock)
But no new rockers and studs , which I have now just bought new....
The electric gremlins are sorted.
Although the quality of some " new " stuff is ver very poor....
 
Right she is back on the road...
Engine ran fine just after startup.
Small test drive and than the rocker rattle started again.
I recon that after setting them staticaly .
( rattle after short while) than setting them twice running .
And then statically again....
The tappets are hydraulic and new ( edelbrock)
But no new rockers and studs , which I have now just bought new....
The electric gremlins are sorted.
Although the quality of some " new " stuff is ver very poor....
I am not sure what Edelbrock is using for Lifters exact Source.

Have to contend with.
Or Purchase lifters from Crane Cams.
Isky Cams.
Crower Cams.

Mike here knows all about 1st hand.
Want Johnson brand made lifters.

Crane, Isky, & Crower are Johnson lifters.
 
Try adding some MMO Marvel Mystery Oil to the engine crankcase oil pan.
Maybe 4-8 ounces and test drive.
May help with the noisy lifters.

I have been using Kendell 20w50 Competition oil in my Corvette and old Pontiac Gp. Excellent hot oil pressure.
Hydraulic lifters happy.
Excellent piston ring seal no blowby.
It's warm Hot Summer weather oil only.
Cools off Fall I have to use 10w30.

There is a Special European spec Castrol GTX Edge 10w60 oil that I read is excellent. Made for modern Supercars today. 600-1400 Hp.
It's real hard to find in the USA .
But can be found easy in Germany and Belgium.
Best of both. Cold weather flow viscosity and Hot weather race oil protection.
 
Ok so we measured the 3/8 unf rocker studs .
Od: 0.364" on the small ( worn ) diameter.
Should be at least o.371".
This with worn nuts ....
Anyway since we will have the el Camino dyno tested on Wednesday ( and the studs seem not to be obtainable ) we will machine new studs ourselves to much closer clearances!
 
Ok so we measured the 3/8 unf rocker studs .
Od: 0.364" on the small ( worn ) diameter.
Should be at least o.371".
This with worn nuts ....
Anyway since we will have the el Camino dyno tested on Wednesday ( and the studs seem not to be obtainable ) we will machine new studs ourselves to much closer clearances!
I am sure you can machine new Rocker Studs.
One big problem though.
The factory Rocker Studs on all SBC & BBC and Pontiac V8 Were Carburized Heat Treated.
I recall this for a fact.
Carburized Heat treat is done in special heat treat oven and Cyanide Tablets 100% pure are also placed inside the oven with the fresh manufactured rocker studs.
Fumes given off and dust from Cyanide will Kill you and students.
 
Millennials + cyanide might be a good thing.:rolleyes:
(Feel free to delete if this crossed a line.)

Switching to a poly lock nut (with the locking allen set screw on top) would be an easy to solve your problem.

 
I am sure you can machine new Rocker Studs.
One big problem though.
The factory Rocker Studs on all SBC & BBC and Pontiac V8 Were Carburized Heat Treated.
I recall this for a fact.
Carburized Heat treat is done in special heat treat oven and Cyanide Tablets 100% pure are also placed inside the oven with the fresh manufactured rocker studs.
Fumes given off and dust from Cyanide will Kill you and students.
Ok , I had forgotten about the possibility of heat treatment.
 
Right. Found out that the most studs are 180 000 psi tensile strength.
Our material is 140000 psi...
So I ordered some at jegs... ( don't know if they will be much more than 140 000...)
We'll see
 
btw, USE of a rocker stud girdle, with the correct poly locks, virtually eliminates individual rocker stud flex and failures
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its not horsepower, its the stress on the valve train, that makes a rocker stud girdle and its increased rigidity useful,
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well? was that what you were hoping for/ was there any major issues you need resolved
have the problems you had earlier been mostly resolved?

the HP & torque curve lines don,t look to be crossing at about 5252 rpm, ?????

https://www.motorauthority.com/news/1115177_why-do-horsepower-and-torque-cross-at-5252-rpm

https://www.roadandtrack.com/car-culture/a15839774/why-do-horsepower-and-torque-cross-at-5252-rpm/
One horsepower is equal to 33,000 foot-pounds of work per minute.
Add in the equations relating to torque and velocity,
and you'll find that horsepower always equals torque multiplied by rpm, divided by 5,252.
 
well? was that what you were hoping for/ was there any major issues you need resolved
have the problems you had earlier been mostly resolved?

the HP & torque curve lines don,t look to be crossing at about 5252 rpm, ?????

https://www.motorauthority.com/news/1115177_why-do-horsepower-and-torque-cross-at-5252-rpm

https://www.roadandtrack.com/car-culture/a15839774/why-do-horsepower-and-torque-cross-at-5252-rpm/
One horsepower is equal to 33,000 foot-pounds of work per minute.
Add in the equations relating to torque and velocity,
and you'll find that horsepower always equals torque multiplied by rpm, divided by 5,252.
Hi grumphys

Yes no more " rattling " engine...
And no more pinking.
No more bad electrics ( you should see the bulbs glow, you need welding goggles now)
Engine cuts straight away when you cut the contact...
The 5250 is where we " cut" the measurement.
We need a better carb setup and ignition timing...
When I my gonna do that....
Oh rear axle starts to make noise now.
Did I mention I bought a camper with a 440 mopar!!!
 
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