Sorry for the almost duplicate post that was here. i thought it got lost and didnt go. I was wrong (again!)
Don
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| Author: | Dolmetsch [ Sun Mar 29, 2009 11:29 am ] |
| Post subject: | several |
Sorry for the almost duplicate post that was here. i thought it got lost and didnt go. I was wrong (again!) Don |
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| Author: | Dolmetsch [ Sun Mar 29, 2009 12:13 pm ] |
| Post subject: | cam |
Actually I think adjustment will be a big issue I dont have big issues anymore. just interesting projects. I will be surprised though if it is because I am have decked and planed the block severely already and yet lifter plunger travel is in acceptable operating range . Factory tolerences in production motors are quite large so you get quite a bit of grace that way. i also would not refrain from shimming the rocker should need be . Even MOMMA Mopar sell shims for this purpose. You have to remember when a cam grinder gives a cam more lift he does not make the lobe higher, he reduces the base circle and it is the difference between the two that gives the lift figure. Otherwise if it wasnt done this way you could not get the cam into the engine as the lobes would be larger than the cam journals. But i may be in for a surprise. That is ok. I am currently using the late 80s non adjustable rockers and pushrods. I am used to making engine stuff even pistons occasionally so i dont worry about it. Someone asked why not just run a bigger solid cam . That is ok and sure accomplishes the same deal but I am on a mission of discovery. Re hydraulic losses in the lifter . They are a lot less than we have been led to think. Most designers use .006 as a rule of themb. Not much really. Ramps are much smaller too because the lifter is already in contact so that worry is gone. In my 440 experiments I found two cams that were equal. One was a solid , one a hydraulic. the hyd cam was 253 @050 and .519 lift, the solid was 268 at 050 and .540 lift with 020 lash. Both cams pulled to with in 50 rpm and both ran similar Ets. Those two were from the same manufacturer BTW. So how did i get onto this hydraulic cam thing? I have for manny years (40 plus) now built engines for average Joe type guys and most were Mopars. As you know most Mopar engines have nonadjustable rockers etc our beloved early slant sixes and the poly 313/138s . My customer didnt have the extra cash for adjustable rocker arms and new pushrods etc so i built a lot of engines as hydraulics using stock rockers. The more i worked at it and the better i understood it the more interested i got. The shear simplicity of the system and the year after year trouble free operation attracted me. I still built solid lifter engines and roller lifter engines to but often our hydraulic motors would come through with a win. We were called cheatin SOBs , people as late as last fall have been spreading rumours we were always running huge stroker motors when they were in stock bore(+030") and strokes. i was even threatened with a fist fight once at Cicero NY when a chevy guy said something about our big roller cam and i told him it was a hydraulic. (It was too! A Racer Brown ST=H-42) I watched the stock elimiator guys running numbers with their cheater stocker hydraulic cams and have run a number of them just to see. Unbelievable is the only word i can say about them. Now there are even better grinds available in performance hyraulic than were available 10 or even 5 years ago. The more I used them the better I liked them. The more i studied them , the more their advatages became obvious. So with everythig working well on the little rail and it already had been converted by me to run a hydraulic and i found a grinder who would make what i wanted without question or argument so I went for it. What is even better is I got a BB chevy guy to pay for in inexchange for my help in rescuing his hurt RHS BB 540 inch chevy. So it interests me. i havent a thin dime invested and i got exactly what i wanted to try. Humour me. i am having fun. My cam specs? Not so fast there pardner. At the moment they are for me alone. Maybe later. in fact i promise if it works i will tell you the specs. Right now it is big if so i wouldnt want to lead anyone down the wrong path. I am not suggsting either it is the only way. Many great engnes are built and owned by many of you and no one can take away from that. This is just the path i have choosen to explore at this moment in time. Don |
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| Author: | Dolmetsch [ Sun Mar 29, 2009 2:39 pm ] |
| Post subject: | cam |
I just got an email from the Lemans guy. He sent this of the hydraulic cammed 400 i did running at Nurbergring today. It is all in German but the video is what we understand. It shows him at full throttle chasing a porsche down the straightaway in front of the grandstand. I know it isnt a six but it may help you to understand why I have a passion for this type of cam. http://www.dasautoblog.com/2009/03/-dod ... maggi.html His email in German said "Don, Thy motor is STILL in top form running!" And the link to the online autoblog was at the bottom. Maybe we should talk him into building a Baby Grand Valiant Six! With one of the Drake's (Simca slant six) turbo set ups the porsche guys would go nuts. |
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| Author: | NewLancerMan [ Mon Mar 30, 2009 10:49 am ] |
| Post subject: | Re: Rpm |
Quote: Nice Lancer BTW. I origianlly built this motor for a 62 Valiant V200 but the project never materialized. I was most fortunate t get the motor back untouched. Time will tell if my planning is correct.
Thanks Don, I have always enjoyed reading your posts on the 62-65 list even if I was one of the few A bodied slant kids on the block =)
Don |
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| Author: | Dolmetsch [ Mon Mar 30, 2009 3:23 pm ] |
| Post subject: | the list |
I have enjoyed my time there as well. Good bunch of guys Don |
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| Author: | 65 dartman [ Mon Mar 30, 2009 4:55 pm ] |
| Post subject: | Re: Rpm |
Quote: Thanks Don, I have always enjoyed reading your posts on the 62-65 list even if I was one of the few A bodied slant kids on the block =) |
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| Author: | Dolmetsch [ Tue Apr 14, 2009 4:45 am ] |
| Post subject: | |
I installed the cam last night. I still have the rest to finish, Reinstall oil pump timing chain and check lifter preload and shim if necessary and i think it will be. This cam has a larger base circle. Anyway i will do whatever i have to do. I also have to verify that my valve springs can take this new cam. I built this engine so long ago (16 years now) that I cant remember what i used so will just test them and seee what the prersures are. need about 120# seat pressure and #270 at .600" I think. Someone asked about adjustables with a hydraulic. it would be hard on this engine. In the old days though I often shimmed rocker shafts on some of our hyd cammed race motors with very good sucess. Manton will make any pushrod ineed anyway if it comes to that. cost is reasonable and quality excellant. Don Cam is .545 lift BTW |
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| Author: | Dolmetsch [ Thu Apr 16, 2009 8:31 pm ] |
| Post subject: | |
Checked lifter range today. It wll be ok as is. Lifterrests at tdc closed valve in about mid point of its travel. Neither too high or too low. Also had to upgrade valve springs from the mild street cam ones i was running. Springs came today. Don |
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| Author: | MichaelS [ Fri Apr 17, 2009 5:19 am ] |
| Post subject: | |
Love the video of the Charger on the Nurburgring. Make me wish I haddent let my '72 rot in half, anybody good at welding big mopars back together? |
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| Author: | Dolmetsch [ Sat Apr 18, 2009 4:28 am ] |
| Post subject: | |
Thank you It is more than I ever hoped for. I have had an engine at IRP in Indy, and that 400 in the Charger has been to all the big tracks in Europe. I have been talking to him this week about building a Baby Grand hyperpack Valiant. I think it tweaked his interest as he checked its legal race weight. I am digging out my old storys on those cars and we shall see what happens. Don Gonna fire the dragster engine today and break in the new cam. Then install the heavier springs. |
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| Author: | Dolmetsch [ Sat Apr 18, 2009 7:46 am ] |
| Post subject: | cam fire up |
Fired up the engine with the new cam today. I have 10 minutes on it so far but have not yet heard it idle. I run it 5 minutes at 2000+ then hit the kill switch. I need two more sessions before i am comfy with it. It fired right up though with out even a full roll. I prime my carbs with a squirt can in case you wonder why it starts like that. Sounds a lot different Went from .420 lift to .546. Duration on the new cam is very short for such lift . I will know soon enough how it works. Don |
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| Author: | Dolmetsch [ Sun Apr 26, 2009 5:49 am ] |
| Post subject: | |
Cam install is completed. I had some issuses over valve spring choice but finalized it and am satisified with my choice. Tryed several till i got spring # I wanted. Started rerworking the hand brake on the little rail for more hold on the line. I have to lower the Master to increase the mech advantage. Sure is nice working on a rail. Just pop the dzus fastners, remove the body panel and access is granted |
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| Author: | Dolmetsch [ Thu May 28, 2009 8:04 am ] |
| Post subject: | |
All Done ready to hit the track again. Tried rockers with and without shims. even my smallest shim was too much so it is the way it was with the other cam . Runs good,sounds more Race like. Still idles though at? Well, I would tell you, but my low dollar tach died over the winter so I have to install a new one. I would have gone racing this weekend but I will be eating Schnitzel in an outdoor cafe in Konstanz Germany by then. We will see who'se open and run it when I get back in a few weeks. Had a IHRA tech guy go over the car. I asked ,is there anything that would present a problem if I showed up at one of your tracks? he looked it all over checked a bunch of stuff and said NO. Looks good. He showed me a couple of small things that an unreasonable inspector might pick on if he took a dislike to me. He said they were by the book as they are but he has seen some inspectrs make a problem over them. It will take about 30 minutes to do both so i will. I hate trouble with inspectors. I would rather go the extra mile now then get in a shout fest which I will never win anyway. Don |
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| Author: | Dolmetsch [ Sun Aug 16, 2009 2:46 pm ] |
| Post subject: | Snowmobile carbs |
After much fiddling I had to finally admit the snowmobile carbs will not work well with the big cam. The engine wants an accel pump when you floor the throttle. These Tilotson snowmoblie carbs cant supply that. I fiddled with settings and pressures and could get it to almost work but not like it did before with the mild cam SO with heavy heart after a Win in Pro Race class at the Ameliasburgh Car show I removed the system as a unit and stored it away . I had a Offy here but never liked the sideways layout for low speed distribution so I made an adapter from a four hole spacer and fitted it the manifold. It mounts the carb parallel to the engine now. I fired it up with an old used AFB that was in the shop. I also have a slightly damaged Edelbrock which I have used for some airflow experiments . I finished my mods and went through it . Other than jetting needs it appears to work fine. I made the linkage on the Offy manifold so nothing had to be changed on the car and I can reinstall the six carb set up in about 1 hour. I want to do some fun running for awhile. While I still can |
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| Author: | slantzilla [ Sun Aug 23, 2009 6:02 am ] |
| Post subject: | |
Thanks for the update Don. Do the Tilotson's have the vacuum pod on type like the late model motorcycle carbs? I know that was one of the ways the bike makers got around the need for a pump shot. I had an older set of Mikuni's that did have a pump in them, but they were only 26mm throats. I'd think that's way too small for a Slant cylinder. |
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