Hi Karl, thanks for following along.

Some good tips there on the Cam Bearing Cutters. I will hopefully not need to try that, but it is possible that the quality and precision of new aftermarket parts could be questionable.

You seem to have the same spirit as myself and some other close friends on the board here.
Your recollections remind me of Seymour and Lou as they almost always drove to Drag Races, and somewhat long distances too (1,000's of miles) at times. I love driving the old cars and I will continue to do so as I can. A lot of those modern conveniences are not needed in my opinion. (I sometimes refer to them as engineered laziness)

I have a purpose-built drag racing vehicle for such antics and I rarely have driven a vehicle to a drag race and then race it. But I hope to do much more in the way of track days HPDE and Auto X this year and future years!

Cheers!

Greg

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1/20/25

I have been slowly working on things here.

I decided after the Lobe failure, to examine the Spring pressures. This is an old Jeffery Head, and I never checked the spring pressures. Ken at OCG says to try to get ~120# Seat Pressure at the installed height and 250# open for this cam.

The Seat Pressures were good, but the open pressure was high, so i ordered a new set of PAC Catalog MoPar springs and they will knock down the open pressures.

While I Had the head apart, measured installed heights and checked all of the new springs at their installed and open heights. This head had no Shims anywhere under any of the springs. I found out that It has nice Ferrea Chevy Valves @ ~1.8 and 1.5 with 11/32" Stems. There are no seals on the exahsuts, Just on the intakes.
I ordered some 0.015" and 0.020" valve spring shims to more closley match the spring pressures and Installed heights.

At the same time I cleaned up all the gunk on the backside of the intake valves and observed the seats - It looks like 2 Exhaust valves have practically no seat area on them... so Off to the machine shop it goes tomorrow, for some seat touch up work.

I wanted to avoid heading to the machine shop, but it is not so this time.

I also Am going to change out the oil pump. I had a nice, light Aluminum rebuilt stock unit in there, but with my extra oil pump gear sprayer, I was never happy with the Oil pressure.

This replacement unit needed some massaging in the casting, which I do on all of my oil pumps now when I get into a slant 6 build.

Head on the bench, with cruddy Intakes.


Dirty Valve Right,
Cleaned up Valve Left.


I am no trained expert, but this seat contact width seems too small to me.


This pump casting could use some massaging in certain areas.



Excess Flash:



Smoother and some radiused flow around the bends.






With lots of snow shoveling, plowing, sled riding as well as trips to the mountains, progress has slowed down a bit on this project.
We have not had winter for 4-5 years so i am thoroughly enjoying this cold and Snowy January 2025!
It also is projected to be -10° F this week, so I probably wont get back to working on finishing the valve cover until the temperatures go up again.
Fortunately, my engine assembly area has heat so I can work on getting the oil pump painted, installed and as well as the oil pan set on the engine this week while the head goes back to the Machine shop.

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I dropped the Head off at the Machine shop today after work, instead of in the morning due to Road conditions.
What a difference 8 hours and some sun and Salt can make for the road conditions. The Snow stopped falling, that helped too.

I am going to get all of the seats and valves checked over while I had it this far apart.

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1/21/25:

Last Night I got the Oil Pump re-assembled.

I am going to try out an adjustable Oil Pressure Regulator from 440 Source.
Beats having to futz with the pipe plug and sometimes removing the passenger Side Engine Mount to swap Springs, add shims etc.




All assembled and ready for Paint:



First Coat Applied last night:



Machine Shop said that my head with touched up seats should be ready by the end of the week too!

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