best 1/8 ET-6.16 sec. best 1/8 speed-119.70 Best 1/4 MPH 145.5, Best 1/4 ET 9.65 sec. 8 valve NO NITROUS!!
So for the most part the old water pump housing outlet is just being used as mounting point now???
Meh, the oil feed hole looks a little small to me, still, should work alright................
Robert Mclellan
http://www.youtube.com/watch?v=wambNdfnu5M
10.04 @ 143.28mph (144.82 highest mph)
Worlds fastest 8v MTX Shelby Charger
Manitoba's Fastest 4cyl!
8 valve, No Nitrous!
New clutch combo is the SH!T!
Can you go into more detail as to why you filled the block? I have my ideas but I would like to know for sure.
Well, there's really only one reason to fill a block. The question would be where the needle was on the spectrum between paranoia, an educated guess, and having actually had a smoking gun failure that this would address.
Dont push the red button.You hear me?
Robert Mclellan
http://www.youtube.com/watch?v=wambNdfnu5M
10.04 @ 143.28mph (144.82 highest mph)
Worlds fastest 8v MTX Shelby Charger
Manitoba's Fastest 4cyl!
8 valve, No Nitrous!
New clutch combo is the SH!T!
Now i see the front of the block is drilled for coolant ports or you pinning the last open inch of the cyl bore on the thrust side?
The primary reason for filling a block is to add stiffness to the cyl. walls, and make the whole block more solid; this keeps the cyls. round and straight for better ring seal.
Also, it greatly reduces the chances of cracking a cyl. wall, which I did on my old block.
If this block lasts as long as the last one(12 seasons,370 plus runs) I will be very happy, because this is the last one I will build( for myself anyway).
best 1/8 ET-6.16 sec. best 1/8 speed-119.70 Best 1/4 MPH 145.5, Best 1/4 ET 9.65 sec. 8 valve NO NITROUS!!
Did the wall crack on the thrust side or the other side (I can't remember).
It's going to be interesting to see what happens with some of the build that I now are happening right now to put our engines in the 600-700+hp range. I've already got ideas on how to take it to the next level, but time will tell as to whether it's needed or not.
Robert Mclellan
http://www.youtube.com/watch?v=wambNdfnu5M
10.04 @ 143.28mph (144.82 highest mph)
Worlds fastest 8v MTX Shelby Charger
Manitoba's Fastest 4cyl!
8 valve, No Nitrous!
New clutch combo is the SH!T!
To be honest, i can't see this NOT working after what you did with the last one. Of course.. you may be shooting much higher now.If this block lasts as long as the last one(12 seasons,370 plus runs) I will be very happy, because this is the last one I will build( for myself anyway).
Dont push the red button.You hear me?
Apparently Nobody remembers Stephane losing cylinders in short order in the 600whp range but whatever. That is one thing I don't know if you guys have figured out. People obsessed for so long about hypothetical block weaknesses (common block for anything over 0.0001 hp is required) but did not actually measured real identifiable weak points and talk about it publically. I know there are weak spots on the n/a 2.4 blocks that are well known.
Stephane ran with a bit more coolant passage in the block still open if I remember right. He was only half filled @ 180mph. That said, I think he only made ~800whp and it was on methanol which probably has a very low peak combustion pressure. Someone here on race fuel (non alcohol) could make the same power and not get away with a half fill in the same style block.
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Quote Bomb. I couldn't find what I remember but close enough. He says 550whp for a street car he would not fill the block, just 4 bolt mains but track car is obviously a different situation. BTW ALL of you guys are posting in these old threads.
Circa 2004
Early 2005
August 2005
11/2005
Brent GREAT DEPRESSION RACING 1992 Duster 3.0T The Junkyard - MS II, OEM 10:1 -[I] Old - 11.5@125 22psi $90 [U]Stock[/U] 3.0 Junk Motor - 1 bar MAP [/I] 1994 Spirit 3.0T - 11.5@120 20 psi - Daily :eyebrows: Holset He351 -FT600 - 393whp 457ft/lb @18psi 1994 Spirit 3.0T a670 - He341, stock fuel, BEGI. Wife's into kid's project. 1990 Lebaron Coupe 2.2 TI/II non IC, a413 1990 Spirit 3.0 E.S. 41TE -- 1993 Spirit 3.0 E.S. 41TE -- 1994 Duster 3.0 A543 1981 Starlet KP61 Potential driver -- 1981 Starlet KP61 Parts -- 1983 Starlet KP61 Drag 2005 Durango Hemi Limited -- 1998 Dodge 12v 47re. AFC mods, No plate, Mack plug, Boost elbow -- 2011 Dodge 6.7 G56
Those were some interesting quotes. Thanks for taking the time to dig them up.
I don't agree with all the long rod comments. One I disagree with is, a longer rod does increase dwell time at TDC but not at BDC as well.
It's a mathmatical fact that if the dwell time is longer at TDC then it's going to be longer at BDC as well.
I disagree. The longer rod,causes longer dwell time at TDC but has a shorter dwell time at BDC. The shorter rod, causes shorter dwell time at TDC but has a longer dwell time at BDC. Unless the articles I have researched pertaining to this subject are all wrong! And it is many! There is only a set amount of crankshaft degrees to work with!
And I guess it was 1.5" fill from the top.
I also didn't post up a quote from C&D motorsports that seems to be a guy named Dennis who worked for SMP then moved to Cox or someone else's "Mopar" race car team sharing all those secrets. Of course I have since found that A.J. Berg is the guy behind all the 31te developments and just failed to get them patented before everyone seemed to have his build info (which Frenchie seemed to have legitimate use of), possibly leaked by disgruntled person looking for employment etc.
Anyways, C&D Motorsports claims that the year Frenchie went 180mph (not backed up) he was having constant motor and transmission failures, unlike the previous year where he ran lower boost and the same motor all year looked great upon dissasembly. So to me, there was something wrong with the motor and I now finally believe the reason Frenchie did not run 50psi on his 72mm turbo was because he could not. Same with nitrous. He was at some sort of brick wall that he did not solve. There is probably not much time during a semi pro racing season to sit down and figure things out. He was basically out of the game after that season so this was not resolved.
A lot of 'our' guys including myself were backing up frenchie about running well on low boost and being able to do more but thinking critically now I feel this bragging was unjustified.
I would assume he was using common blocks.
Brent GREAT DEPRESSION RACING 1992 Duster 3.0T The Junkyard - MS II, OEM 10:1 -[I] Old - 11.5@125 22psi $90 [U]Stock[/U] 3.0 Junk Motor - 1 bar MAP [/I] 1994 Spirit 3.0T - 11.5@120 20 psi - Daily :eyebrows: Holset He351 -FT600 - 393whp 457ft/lb @18psi 1994 Spirit 3.0T a670 - He341, stock fuel, BEGI. Wife's into kid's project. 1990 Lebaron Coupe 2.2 TI/II non IC, a413 1990 Spirit 3.0 E.S. 41TE -- 1993 Spirit 3.0 E.S. 41TE -- 1994 Duster 3.0 A543 1981 Starlet KP61 Potential driver -- 1981 Starlet KP61 Parts -- 1983 Starlet KP61 Drag 2005 Durango Hemi Limited -- 1998 Dodge 12v 47re. AFC mods, No plate, Mack plug, Boost elbow -- 2011 Dodge 6.7 G56