Too bad about the HEI distributor. That is a good system. Did you put on one of those Aussie made HEI units that seem so common or is it a DUI?

When I build my engine I am going to go thru and check all of the oil passages and radius them if I can etc for smoother flow and less pressure drop. Did you use the oil bypass system? I don't recall seeing the plumbing.

What did your final bearing and working clearances work out to be.
Main:
Rod:
Cam:
Lifter:
Piston:

 

I still like the HEI style dist. This particular one had some machining problems. It was not an Aussie unit. I have used a number of the DUI units on our racing SBF. This was not a DUI either. Besides a MSD unit will look better when it comes to selling the engine.

As far as the oiling, Here's all I did. And keep in mind, this is with a STOCK volumn oil pump.

1) I restricted the front main, a picture of it is on our web site.
2) When I installed the cam bearings I drill a 3/32" hole and installed the cambearings with the new hole lined up. #1 I turnd a little to restrict it a little.

3) I am willing to bet this is the reason we obtained the most of our oil pressure.
A) I checked the main bearing housing bore to confirm it was straight and to size.
B) Then I installed the main bearings, and using a dial indicator (ours reads in .0001") mic'd the ID of the bearings.
C) I then ground the crankshaft to size according to the reading of the bearing ID. In the case of our engine our mains are .0003" ABOVE the big size of spec. Same idea with the rod journals. Do the rod big end first, then finish the crankshaft accordingly.

I did not do any radiusing or smoothing of the oil galleys.

 

<!-- -->
384 Corrected HP

450 Corrected Torque

<!-- http://www.*********.com/400Fordpg4.htm -->

 

Again, great numbers!

Not what DD predicted. How much of the difference is really the manifold carb and how much is due to the ignition problems with the HEI?

Tim,
I'm sure you don't need more to do right now, but do you have a guess when you will have graphs for the different dyno runs up on your web site?

thanks,
dale c

 

I think getting rid of the miss helped. When we used the Edelbrock 600 carb, we pulled .8-.9 vac. Stepping up to a 650 holley helped get our vac. less than 1/2". A rule of thumb I like, is to use the smallest carb possible without pulling more than a 1/2" of vacuum.

I will maybe wait to post graphs and data when all manifolds are done.

 

With a 650 carb, DD predicts 368 HP@5000 RPMs. Since DD supplies data at 500 RPM increments and the graph shows peak HP occurs at about 5200 RPM, the data could be 10 HP lower than the real peak HP.

 

I will try to get some graphs and details posted on each intake. We have been busy lately with walk in customers, so that takes away from the projects like this. I also obtained a 700 and a 750 carbs to try. I have a spread sheet on the vacuume readings, so I'll get them posted also. I have installed the Holley intake today and plan on running it a little Tue.

More later.

 

We have run the Holley intake a number of times. The dyno sheet if you can read it, reflects the first 4 pulls we made. 1&2 (391 and 392 HP)were with the 650 Holley we have been running, 3&4 (375 & 379 HP)are with a brand new 750 Edelbrock. Absolutly nothing else has been changed. We will have a chance to try a 700 Holley tomorrow.

Peak torque with the Holley intake so far was with the 650 Holley carb also, it was 441 & 443 Torque.

Hopfully more tomorrow.

 

Here's a little more!!

 

Which Edelbrock carbs are you using? The ones tuned for performance or economy?

 

The guy who borrowed it me said it was a "Thunder" series carb. But he also said it was a 750 and I didn't see a 750 in the Thunder series.

I'll find out more details when I get back from vacation.

 

Vacation! Hey no one said you could go on vacation until these dyno runs are all done.

 

Tim,

I will be in Naples FL next week. Any chance you are going to be near there?

 

A guy can only take so much being waited on hand and foot, eating all you want, the Caribbean cruise was about 87, alittle warmer than Minn.

Missed the car talk though. <!-- We'll see if they sold the shop on me when I get there Mon. ADIN: Reference to his shop. -->

By the way, were we working on an engine or something???

 

OK, now I remember.
I think we have a 400 to get finished. I think we had a 750 Holley to try and a 700 Holley before we change intakes. I want to find out some more specs on the Edelbrock Carb before we just give up on it. I have heard great things on the Edelbrock carbs as far as streetable, so I want a few more answers.