Quote:
Originally Posted by BlueOvalBandit
Pictars needed for the literary challenged! |
Paparazzi, everywhere I go. The demands are almost overwhelming.
Too soon for pix, still in the cleaning and painting stage, but here's a bit of a teaser:
This is just a rough up of how I am going to re-route my injector lines. Didn't like the way they used to look so time for something different. Distribution block ued to mount under the upper portion of the intake, now relocated to back of the hat. Mechanics wire for fuel lines, and the intakes haven't been cleaned up or painted yet. Not even bolted together. Holes in the intake are where the injectors use to be. I did a little horse trading for these adpater plates that were already setup for injection. These plates came off of a front engine dragster known as the Kansas Twister. These plates were used on their 408W and helped propel them to some mid 8 second passes. They retired the 408 and have now moved to a hemi and the plates were gathering dust, so the deal was made.
Former machinist issues were primarily head related. First thing that was found was that the springs were not installed correctly, shims underneath them were pretty much wadded up and serving no purpose. Springs were dead. Second issue was that the intake valves were +.100 and the exhaust were stock length. This in itself may not have been an actual problem, although I have no idea why the different lengths. These were new heads when prepped. However, since I did not know there were two lengths I did not install two differemt length pushrods. I set up off of an intake valve and called it macaroni.
Last major item found was vendor related. Last summer I killed a couple of rods and the crank, plus a few other connected parts. New rods and crank were ordered and installed. I was in a major hurry to get this back together last fall and took a shortcut. Didn't cost me, but would have had I continued to run it. I did not have the rotating assembly balanced. I rolled the dice and took the chance.
Problem that was discovered at the balancer was that I had a 50 ounce crank in a 28 ounce box. Balancer took a lot of time getting this thing balanced up cirrectly this time.
Last machinist cost me a bit les than 1/2 of what this machinist did, but current machinist is a drag racer and fully comprehends the intended use of this engine. I will never again use a machine shop that does not race for machine work on an engine I intend to race. Lesson learned.
I won't name the former machine shop, but I will name the current shop for anyone in the Western Washington area: G & M Honest Performance in Federal Way, WA. 253-838-7070,
G&M Honest Performance - Seattle's best source of performance parts and machine work!. These guys run one of the last remaining Speed Shops in the area and they know their stuff. I have used them for parts in the past but this is the first time for machine work. So far I am quite pleased.
As I progress I will post up more pics in the Making Progress thread. Maybe even a tech article on mechanically injecting alcohol into a stock block Windsor, and the associated results.
