Don Terrill’s Speed-Talk

Rick Finsta wrote: ↑Sun Oct 22, 2017 5:11 pm Yeesh - I'm still not sure if I'm going to do my own cage or not. Everybody is an Instagram TIG hero until they are hanging upside down and working the foot pedal with their knee! For the $1200-1500 difference between materials and having it done by a reputable local shop... not sure if my time is worth it.

Now that's the truth! I've been wadded up in some tight cars (being 6'4" myself) propping the footpedal wherever I can. I found that laying it under the back of my knee worked pretty good when I was laying on the ground.

For some fast cash my (old) boss made me re-weld the top seam of an aluminum carpet cleaning tank while it was still in the van. Tight, difficult, and NASTY.

But you will develop some skills FAST. Dominant hand, off hand, out of position.

Broke in the 360ci engine today on the teststand I had build together at the same time.
Got 5 gallons of 102 octane pumpgas, primed the engine, set the ignition and away it went.

Took 2 steps however as it ran hot during the process.
The electric radiator fan only covered the radiator partly so cooling wasn't optimal. Also the carb's tuning could have been better perhaps.

Some more engine build pics here;
https://www.bigblockmopar.nl/2016/01/bu ... ncy-power/

This has been a very interesting thread. Saw some real nice port work (MTENGINES,Carnut1 and a few others) and got some usful tips here and there.
Thanks guys.

Did not see anything like this though and thought it would be interesting.

As a long term project (Lord I have too many of those) I am building a 350 based 401. I got a call from Terry Walters a couple of years back and he asked if I had any use for a 350 block that sonic'ed out much thicker than stock. Turns out that at 0.60 over it would stil be thicker than the average block with stock bores.
Anyway got the block and prepped it out as you see here.

With a 3.875 stroke Scat crank and stroker rods it took very little in the way of block clearancing. Cubes comes out to 401.

DV

More pics to follow shortly.

The op to be shown next will be the intake port matched to the heads.I find it is an easier job when no pistons are in the block as you can put light up the bores. I am not using these AFR 227 heads on this engine But the ports are in the same location as the heads being used.
BTW have had some really good results with these AFR 227 CNC headsa right out of the box.
The last set made over 1.42 ft/lbs per cube on an 87 octane fuel build. This was while Tony Mammo was still at AFR. Tony's comment 'How Much? Holy S**t'

DV

OK here is the manifold to be used as viewed from underneath. Note the extensive insulation and heat shield.
This works well and means that very little heat gets into the manifold runners.

DV

Here is the intake top side. It is one of Holley's EFI street ram setups that uses the bottom half of the carburated TR but with port injection bosses.

Here it is lined up with the runners and this produces a pretty direct shot to the back of the intake as the next shot shows.

So hows that's is for a good runner to valve shot. Sure beats a single 4 brl setup!

Here is the adapter plate to serve as a means for mounting the air box and to direct the air stream more effectively into the runners as shown in the next shot.

The front runners have the openings turned toward the front of the airbox where all the air is coming from. The rear openings are virtually straight up as the air cannot go back any further. On the bench this cut the difference in flow from front to rear runner by over 50%

Did not want all this to weigh too much so I milled out the underside as seen here.

Here is the setup with the air box on. I moved the mounting through bolt holes from the 3/4 inch inboard to the outer walls. Where they were stock caused a surprisingly large amount of flow loss.

So what is the goal of this build? I want to a lot see a lot of torque from this pump gas build. I am expecting about 600 lbs-ft. The solid roller cam will not be super big at some 230 degrees at 0.050 but, with the valve train being used it it will generate about 0.720 net lift.

As for power I would think it will be the top side of 600 hp but until we hit the dyno that tunnel ram setup is an unknown factor. I did a 396 like this a few years back that with a 236 at 0.050 hydraulic cam and 10.5/1 went 609 hp on a single AED Holley and a Super Victor. Torque on that was 552 lbs-ft.

So when will I have this finished???? I will tell you it will be some time after I have finished two sets of 18 degree heads a set of ProStock heads and two sets of SBF race iron heads - so the answer is ----- next year sometime!

Well that looks like it'll work quite nice!

I've got a 'one day' project along similar lines lurking in my head - I want to build a big cube holden based on a stock block. Plan is to add a 1/2" deck plate to the decks to reinforce the deck, do a grout fill to 2" from the original deck face (I've filled plenty that high with no issues) & fit 8x flange top sleeves to take it out to 4.125" bore.
Team that up with an offset ground 3.75" stroke crank - offset to small journal chev size to get 3.85" stroke.
That'd make a 412 cube stock block holden.

I'd use factory 'VN' iron head castings with the intake valve moved over .020" & the exhaust moved .040" so I could get a 2.08/1.625" valve combo in there comfortably.

Methinks I could make a street friendly 700hp from a combo like that with a single 4 barrel carb & an engine that looked mostly stock from the outside.

Look at how centered the lifter bores are in the bosses in that block. Must have been a good core with minimal shift and set up on well so everything was machined in the optimum position. Lucky you to get one like that.

cgarb wrote: ↑Mon Oct 23, 2017 8:12 pm Look at how centered the lifter bores are in the bosses in that block. Must have been a good core with minimal shift and set up on well so everything was machined in the optimum position. Lucky you to get one like that.

Yeah it seems good stock blocks are getting hard to find.

That block looks the same as the one I have out of my Dad's 69 Longhorn 3/4 ton pickup 350. Tall distributor guide. Weighed a full 20 lbs more than the newer 350's. Thanks, Charlie