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AMC Entry for Engine Masters 2015?!?!?! |
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Slate
AMC Addicted Joined: Feb/28/2012 Location: Airyzona Status: Offline Points: 2784 |
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More on what you said. A raw crank has alot of leeway on journal width I would guess?
Steve |
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304-dude
AMC Addicted Joined: Sep/29/2008 Location: Central Illinoi Status: Offline Points: 9082 |
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Watching the ideas fly here... I would think if the build is expected to run 500+ HP, a 360 block should handle it. Now if the HP was in the NASCAR realm of 750+ the use of a service block or 401 sleeved. Good thing the rule limits smaller journals, as it would mean lighter spinning components. I guess there is plans for removing the cranks center counter weights as it will be a tough battle against the sb2 guys and all the factory competition components. Them NASCAR guys have it down to a science to how light and trim components can be to either make it or, break it. They are always pushing the limits of trimming right down to the thickness of a washer.
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71 Javelin SST body
390 69 crank, 70 block & heads NASCAR SB2 rods & pistons 78 Jeep TH400 w/ 2.76 Low 50/50 Ford-AMC Suspension 79 F150 rear & 8.8 axles Ford Racing 3.25 gears & 9" /w Detroit locker |
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Slate
AMC Addicted Joined: Feb/28/2012 Location: Airyzona Status: Offline Points: 2784 |
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One obvious thing to correct, my apologies though it doesn't affect anything other than correcting a math error. I plugged in the wrong number initially, 2.125" instead of 2.248(~2.25") when doing my math. No matter, the rules only require a commercially available non- billet crank ending at no more than .035" different than the spec for the block claimed, a 360
Steve |
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jtsllc1
AMC Addicted Joined: Sep/24/2013 Location: ORFORDVILLE WI Status: Offline Points: 1037 |
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I think it would be worth mentioning that the Edelbrock heads have
turbulence after .600 where the AMC Iron head does not so a large lift cam
might not be a good idea. Also the Air Gap is a restrictor so no matter what
the heads flow the air intake will always be limited. I doubt the Air Gap would
flow more then 265 CFM attached to any ported head. On the plus side the
smaller runners will give you velocity. I guess it would be good to know what the competitions Edlebrock
heads and Manifolds flow Below is just for data review …. _______________________________________________________________________________________
The 291 iron head flow is as follows, intake, then exhaust: .100
107/82 .200 172/126 .300 234/157 .400 277/193 .500
300/212 .600 309/220 .700 309/222. At least the heads don't back
up. I feel the intake valve is shrouded be Hope you get this, __________________________________________________________________
Here is my stupidly ported intake and
exhaust, I would not run this, this was just an exercise in how far I could
push it. If you need flow like this by an Aluminum head. .100 74 50 .200 146 104 .300 210 154 .400 258 188 .500 289 211 .600 297 226 .700 305 229 This was with a 2.10 1.65 valve combination. Yep, I flowed the intakes on a head Steve, and on a stock
291 that is exactly what I found, 2-3%. On a max ported head a stock torker
hurt the flow to the tune of about 8%, but working on the torker brought it
back to about 3%. The air gap on a mild ported head took nearly 14% off the
flow, where a R4B was 8% and a stock cast iron was 9.5%. Most of this (except
the air gap, and I did baseline a R4B to double check) was a while ago, and was
all on the same upper port to try to be consistant. With what I have recently
learned I would like to do it again, checking both the upper and lower halves
of the dual plane's. We did that to a BBC intake, and found never make any
assumptions because the lower half flowed WAY better than the upper half.
CNC ported eddie heads 296@.500 lift 308@.600 lift with no welding or epoxy. Talked to Barry yesterday he said the Edelbrock heads came out to 328 cfm , not sure @ what lift or what valve he put in but it's not the ones that come with heads he buys all heads bare and uses a prefered valve.I imagine that was a peak lift and I think for a road course engine so there could be more in them ,I'm sure he made them for a particular engine application not all out max flow as in drag race. ktre edelbrock amc stage III head $2,899.00 Edelbrock AMC heads. These heads are 100% cnc ported. They
have 2.14 intake valves and 1.6 exhaust valves. They are set up for a .580 lift
solid lifter camshaft, roller cam springs, 10 degree locks and retainers can be
added for an extra fee. The intake flows 295cfm @.500 and 305cfm @.600, the
exhaust flows 211cfm @.500 and 224 @.600. the airspeed is 336 ft/sc. This program can also be run on your
castings for $1100.00 including the cost of the new intake valves. |
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JTSLLC1
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Ken_Parkman
AMC Addicted Joined: Jun/04/2009 Location: Ontario Status: Offline Points: 1814 |
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I hear through the grapevine the spec small block class will now allow a 2" rod journal, plus the .035" undersize. So with that you should be able to get to 3.95" or 3.96" stroke without welding. At that point getting into the oil hole would be a big concern, but someone would have to check.
As well apparently they apparently eliminated the application deadline. |
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kustomkemps
AMC Fan Joined: May/04/2015 Location: Oldsmar Fl Status: Offline Points: 6 |
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We at Kustom Kemps have submitted our applications for the 2015 Engine Masters Challenge. We have been building engines for the Challenge since 2006, and think our entries this year will be the best yet. They are a 400+ CID Packard, A 401 CID "Small Block", and a 451 CID "Big Block. We can and will build any or all the engines listed in time for the competition. The Big Block is already finished. If any one has a set of Edelbrock heads, an Edelbrock Air Gap intake,and an MSD distributor to loan that would help a lot. Also a 401 crank we can offset grind to 360 specs would also help.
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junk yard dog
AMC Addicted Joined: Dec/20/2012 Location: Vancouver wa Status: Offline Points: 1170 |
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Lynn i thought about you when this thread was started. Hope things are going well there. We sure miss your knowledge in our part of the country. Have a great day dude. Junk yard dog.
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69 sc rambler
69 bbg javelin 390 mod pack 68 javelin custom 68 amx 343 4 sale 76 hornet 1963 1/2 mercury super maraude |
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wantajav
AMC Addicted Joined: Sep/04/2009 Location: PA Status: Offline Points: 1150 |
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Humble suggestion here...
(Only AMC's I ever had were junker 290's 343's a 401 and some 360 smog engines) --even if you can't win outright against a GM/FORD/FIAT rulebook ---- It is huge to show and place vs the Big Three . There are dozens of guys out there who are contemplating an AMC -they aren't going to run a BIG3 Helps the breed Mike |
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SKeown
AMC Addicted Joined: Jul/30/2009 Location: Texas Status: Offline Points: 3085 |
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By going .030 undersize on Chevy 2" journals you can get a 3.955 stroke from a PERFECT crank. The #7 oil feed hole wasn't all that bad on my 3.925 crank. The bore limitation is the main drawback for us in the small block category. A 4.030 bore x 3.955 stroke will come up 5 cubes short of the max limit, but the additional stroke could be obtained with further offset grinding and chroming. I used to run a offset ground Chevy 350 crank to 2" journals and the 3.625 stroke was obtained that way. I know EPA frowns on it, but there are companies that still do it. SKeown
Edited by SKeown - May/04/2015 at 7:57pm |
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jtsllc1
AMC Addicted Joined: Sep/24/2013 Location: ORFORDVILLE WI Status: Offline Points: 1037 |
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Hi Lynn.. As previously posted I have a raw forged 401 crank that you can machine to what ever you prefer and place the oil passage to your specification. I'am also in the final phases of collaborating with the original person who built the scavenger headers for PROJECT JAVELIN'S scavenger headers to build production headers. We will be dyno testing one set of 1 5/8 stepped to 1 3/4 into the scavenger collector. If all goes well we will be making a set of 2 inch as well. If completed in time you are more then welcome to borrow a set. A treasure hunt for the original tooling is under way this week and a preliminary design of the collector has been designed to fit the AMX for maximum ground clearance while allowing the exit of the collector to be positioned towards the stock cross members humps. Let me know if any of the above can assist you.....
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JTSLLC1
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