You may have read in one of my previous post I broke a rod going through the traps at our final bracket race (I got the win light but I’d trade it for 8 more passes to finish the year as I had planned on replacing the rods this winter). It knocked the side out of the Mega block, messed up several cylinders, broke the cam and of course destroyed the other rod on that journal and put shrapnel on all the other pistons.

I assumed the Mega block was gone but we were able to repair it since the damage was non-structural, just pain rail and side, so as long as it welded up well enough to hold in oil and the pan, we were good. Since I was only at 4.380 on the bore, we were able to go to 4.440 on the bore and that cleaned up the cylinders. (we also pressure checked the block and it held pressure, even though there was some pretty major damage to the bottom of the cylinders)

We turned/off-set ground the K1 crank from 4.15 stroke with Mopar rod journals to 4.25 and Chevy 2.2 rod journals. I pick up a set of used Eagle rods from a friend (only had 69 passes on them). Bought new set of Diamond Pistons. I also picked up a damaged roller cam and had it re-ground.

So I’m wondering how much it will pick up, I’m thinking .15 or .2 with the extra 26 cubic inches, longer stroke (4.25 from 4.15 with 7.100 rods) and roller cam and wanted to see what you guys thought?

Old combination: “Old Faithful”
(has been together for 6 year with about 1,500 passes on it, has been as fast as 9.40 at 145 with different heads (fully ported Zeekers) but with current combination best was 9.58 at 142)
500” Mega Block
- Indy 440-1 Heads that flow Int 309/ Exh 221 @ .700, (42/12 cfm improvement over out of the box head on my machinist flow bench)
- Harland Sharp 1.6 rockers (well I found out this winter that 6 of the 8 intake rockers were 1.5 ratio….)
- Scott Brown/Straight line Performance Solid Cam with EDM lifters .648/.640 lift, 274/280 @.050 duration, 112 Lobe Sep, Centerline 108 (installed straight up)
- Isky 9005 springs – 180 seat and 450 open pressure
- Ti retainer, Manley lash caps
- Indy single Dominator Intake
- K1 4.15 stroke with Mopar rod journals
- 440 Source I-beam 6.76 rods
- 4.380 Diamond Pistons (standard ring pack, 1/16, 1/16, 3/16)
- 12 to 1 compression
- Cometic 4.410 .040 head gaskets
- 1050 Chuck Nuytten Alcohol Dominator
- 2 1/8 headers, 4” exhaust with Borla 4” x 18” oval Sportsman Mufflers

-- Non-Motor info/setup --
- Evacuation system, no vacuum pump
- Moroso Center Sump oil pan with Milodon’s windage try, single line Static pickup and Pump cover with Melling HV oil pump
- J&J sportsman diaper with removable pig mat
- Australian Motorsports belt drive system
- MSD 7AL3, Pro Power Coil, Taylor 409 wires (moving to FireCore 50 wires)
- AR3911 plugs
- Enderle Mechanical Fuel Pump
- Shogun external water pump
- 1 wire chevy alternator
- ARC Pro Stock overhead Switch panel 3700
- 2 Red Top Optima AGM Batteries
- MasterLube 3 Qt Oil Accumulator System set at 75psi
- Castrol Syntec Synthetic 20w50 with 1 pint of Hughes Engines Extreeme pressure lubricant (Zinc additive) going to Rotela T6 synthetic 5w40 with roller cam this year
- 1/4” aluminum front motor plate, 1/8 steel mid plate and an engine limiter/strut that runs horizontally from the frame to the passenger side lower bell housing/tranny mount/bolt
- Powerglide (vlasco input, 1.80 straight cut gears, JW Ultra case, JW Ultra bell, JW/Mezire 8 bolt billet flex plate, TransKing electric shift Pro-brake valve body, roller bearing governor support, reworked/enhanced BTE stock case pump, external cooler with 10” fan)
- Dynamic 9” converter, stalled 5,500 but was slipping 13% and wasn’t locking up spinning the motor 7,600 in the 1/4
- Strange Engineering Chromalloy 3.5” drive shaft w/ 1350 u-joints
- Strange aluminum GT double adjustable 6” travel front struts with 4 piston caliper brakes, 28” Goodyear front runners
- Ladder bars with double adjustable AFCO struts with 120lbs QA1 springs (non-adjustable but putting in new rod ends and having a chassis guy make them adjustable for me this winter)
- 4.56 pro gears in a Dana 60 with stock drum brakes and strange billet 1350 yoke
- Moser 35 spline axels (10 years old and still look perfect, 1 was cut down and re-splined 2 years ago and swapped sides when we straightened up the Dana housing, housing was longer on one side than the other, now both axles are the same length)
- 14 x 32 Goodyears -1984
- Centerline Warrior Wheels 3.5” front and 12” rear – they are 18 years old, planned on replace them this year until I hurt the motor, need to move to 14” wheel and was thinking Weld V-Series, maybe next year…
-3,200 lbs race weight

New combination: “Frankenstein”
- 526” Mega Block
- K1 4.25 with 2.2 Chevy journal (Mopar width) (reusing the main bearings, they looked perfect)
- Eagle 7.100 rods (used but only had 69 passes and I know the motor they came out of, also reusing the bearings)
- 4.440 Diamond Pistons (standard ring pack, 1/16, 1/16, 3/16)
- 12.6 to 1 compression
- Fel-Pro 1039 .051 composite head gasket
- Lunati Roller Cam .678/.678 lift, 278/286 duration @.050, 112 Lob Sep, 108 Centerline (~.030 more lift, 6 degrees more duration on both int & exh, same Lobe Sep and Centerline)
(This was a damaged Lunati roller cam that I picked up in 2012 at Monster Mopar for $25 and had it reground using 53714LUN specs but keeping LS/IC)
- PAC 1325-16 Springs – 314 Seat and 752 open pressure (644lbs spring rate, installing at 1.910, bind at 1.150)
- New Valves but no porting, just standard valve job
- Harland Sharp 1.6 rocker (not mismatched 6 - 1.5 and 2 - 1.6 intake rockers)
- Milodon 31161 dragster/chassis pan, dual line swinging pick up, Muscle Motor Oil Pump cover, Milodon 21815 oil Pump with external fitting for 2nd pick-up line
- Dynamic 9” converter sent in to tighten it up on the top end but leave the stall around 5,500, want to shift at 6,800 and go through 1/4 at 7,000 – 7,200.

Essentially 26 more cubic inches, a little more stroke & bore, a little more compression, a little more cam(roller vs solid), better oiling system and a little tighter converter.