Recent content by TIMINATOR

EXCUDAME You are correct. But that's not the only reason for the gains. TIMINATOR

I think that he may have not understood that that the performance tweaks I did were done first and only the rods and pistons were changed and even the weights were kept the same. TIMINATOR

I change one thing at a time and dyno it. I used the same block, crank, machining, with exactly the same composition, mods, oiling mods, oil pump, same exact deck height, rotating and reciprocating weights, crank weight, balancer, flexplate, clearances, timing set, cam degreeing, and bearings...

Much shorter skirt. Prolly 150 gms. lighter

Only one change at a time, and dyno it. That's the only way to test. The scientific method! I was just mentioning other things that I have tried. As far as engine masters goes, there are not any two identical engines in there enough to draw any conclusions from. Different clearances, oils, oil...

It has been said that peak cylinder pressure should occur at around 15° past TDC for optimum power. This number depends on rod/stroke ratio. The more efficient burn chamber and longer rod ratio both allow less timing. Less timing means less "negative work" against the piston on the compression...

Nothings free Solid rollers for me! Buy once Cry once! Works for me! And happy forever! No SJ oil No flat lobes Wide power band Lotsa HP! Been doin it that way for 50 years with no regrets. My way is not for everybody. It's America, make you're own choices! Try everything until you find your...

Comps lobe library has always had a .904 diameter lifter section and will special grind others.. Many of us racers limited to flat tappet cams have run ford or mopar lifter conversions for a lot of years. I haven't run anything but rollers in any of my street or race engines since the late 80s...

Before my well deserved but too late retirement from owning a high end machine/engine building shop, we used Comp Cams almost exclusively. I have heard that some have experienced issues with Comp products, but most related to them using old existing parts like springs, retainers, and locks with...

What's wrong with Comp? Something Mopar specific? TIMINATOR

Heads are going to be the limiting factor! There are lots of aluminum ones out there and most don't flow much more than ported irons in their unported cast aluminum configuration. The best bang for the buck are the raised port Speedmaster heads. But like most others, their flow is not limited by...

Most shorty headers crack due to the percentage difference between tube lengths and expansion rates. Figure the ratio of the difference between the two center and end tube lengths. Although they do flow better than manifolds, they don't have any length to be tuned within the rpm range an engine...

That's why the block fill. It keeps the walls rigid, allows those extra cubes, and also allows more valve unshrouding with the valve side of the chamber opened up. The fire is out in the first inch or so of the stroke so water isn't needed much past there. That's one of the beauties of the Ford...

Yup, got steel cross bolt caps on 1 thru 4. Steel rear cap too. Gonna fill at least half way up too. Once I sonic it I will decide on the bore size.probably plus .060, maybe bigger. I regularly bore BBCs and 460 Fords .125 to .155 over. I have done a few street race 440s filled to within an inch...

For the most part, yes for normal streetcar folks. For me, no. I have built and run numerous 9 and 10 second street cars and Harleys. This Challenger needs to run 9s un tubbed with relocated springs and drag radials, on the motor. Then it will run high 8s with one of my plate systems. Or if I...