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Since the piston doesn't match the chamber, any change does mess with quench. Deeper = more deadspace where the piston doesn't match the chamber. Would be cool to see someone make a nice piston. I don't really feel like Dodge cared and a lot of engines out there seem to be designed without caring on 4 valve heads.
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
Carrol, I have a friend that can dispute the timing belt thing. His R/T went through several belts in a short period of time even using the tensioner tool, etc. We never did figure out why, but that was before there were solutions for the really high valve seat pressure, etc. I found out last night that the engine is still alive and running somewhere in the NE in a Daytona.
I agree. We do not have very good pistons at all. I had made some designs YEARS ago for the 8V engine, but I never got the chance to try it out..
Man, don't say that! I don't wish that for you guys at all! The good thing about shredding or breaking a timing belt is the engine will stop running...unlike stripping the teeth on the I-shaft/oil pump. So, as long as the engine is still non-interference, throw a new belt on and keep going!
A bit late but the passenger side motor mount bracket is different, the 8 valve unit won't clear the cam gears.
Also, if the belt breaks, these aren't interference engines, with stock cams anyways,
I've broken tons of shitt but never a belt.
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