Listers,
In my ongoing project to build my under 6000 RPM 425 HP small block motor. (
I am going to carefully preserve and store the original drive train)
I have been putting a lot on hold due to an impending move to CA and I
finally am progressing on both fronts...the move and more importantly the
engine.
For those interested I finally have on its way the Lunati "350 C.I." stroker
kit for the for the 5.0 motor for my Tiger, the hold up was the twisted
wedge forged pistons (3.425 stroke and 5.4" rod with 4.030 overbore).
Further update on the actual quality when I have it in my hands.
For those thinking of ordering plan on a 2 month delay as Lunati has just
been bought by Holley and have some bugs to work out of the ordering
process.
As an aside I found an interesting article in a magazine outlining "ALL??"
of the stroker combinations from 302 - 357 and what the parts are (OEM
source and application 351, 4 cylinder turbo, etc.) and how to arrange them
to achieve the desired cubic inch displacements.
PS: I keyed it all into a spreadsheet that calculates the compression ratio
with different heads for each combination if anyone wants it emailed to them
(I think I will try to sell it on ebay later ;>)). Any of you engineering
guys just don't bash my low Tech computation methods. Send me a message
offline if you want it.
I am still waiting for my twisted wedge heads as I sent them in for
"warranty repairs" even though I never ran them. All twisted wedge owners
note that the original units came with the pedestal mount rockers and
apparently the original configuration leads to severe guide and valve tip
wear when valve lift exceeds .500 inches. The "fix" is to send them to Trick
Flow and spend $100 US for them to machine the heads to accept screw in
studs. (Steve L. I had them Heli-coiled ... Thanks for the input) They
also include new Bronze guides and redo the valve job as well as supply new
valve seals. Good value for $100 bucks I think. They have now been shipped
and I will see them this week.
So as it stands today here are the specs on my 350 motor combination (Being
an Old Chevy guy I just love the displacement number!!!):
1990 5.0 HO motor
750 Holley DP ( I may buy or machine the venturis to eliminate the choke
housing to improve airflow past the stock air cleaner)
Edelbrock Performer RPM ported to match the Twisted Wedge heads. (had to
open up each port about 3/16th of an inch on 2 sides on each port and then
blended it back as far as I could about 3 inches.
Trick Flow dual pattern hydraulic Roller stage 2 Cam roughly .543 lift
intake and .548 exhaust.
Trick Flow Twisted wedge heads slightly ported and matched exactly to the
intake manifold ports. 7/16" screw in studs with comp cam roller rockers.
Flat top pistons specially cut for the TW Heads with "0" deck height (Or
darn near close to it) I would have preferred .010"
Lunati crank with Lunati Racer 5.4" forged rods.
Would like a Canton Road Race pan like Theo's but may have to wait a little
until the finances recover a little (anyone got a used one????).
I will have the entire assemble balanced even though the Lunati kit is
supposed to be already balanced. I just don't know how they can without a
flywheel.
I plan to use the Centerforce Gold clutch arrangement with a wide ratio
toploader (unless a GOOD deal on the T-5 comes up with the AMC tailshaft,
Tail housing and shift rail)
Dyno Test:
I found an article on the www.summitracing.com <http://www.summitracing.com>
web site in the Stroker Madness area that does a dyno test on their 347"
motor with all the same bits cam, Heads and all. The only exception is it
was tested with a Mustang EFI unit and they obtained 403 HP at 5700 RPM
with 395 lb. ft. at 4500 RPM. "Corrected" for the larger 350" engine that is
406 HP and 395.5 lb. ft. The Tech guys at Trick Flow indicated that in their
"in house" tests the "carb engines" consistently seem make about 4-5% more
power (but are not as fuel efficient), bringing me darn close to my goal at
an approximated 406 X 1.05 = 426.3 HP. (422.24 HP on the low side). This
weird result is probably due to the limitations of the tested EFI manifold
designs as I believe that Fuel Injection is really the way to go.
I can't wait to go for a DRIVE!!!!!
Best regards to All,
Tim Ronak
B382000680
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