EMC 2013 470 B stroker build
#1518908
10/17/13 12:28 PM
10/17/13 12:28 PM
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RAMM
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Like title says , I thought seeing what went into this build would be of interest to some so here is what it took to build a budget conscious Mopar stroker for use in the 2013 EngineMaster's Challenge. The 3 main rules were 3000-7000rpm test range, hydraulic lifters, 11.5 comp, 1.75" throttle bore carb (Holley 950 Hp)
At the contest it made peaks of 755 hp and 674 lbs.
Rundown: 400 block circa '75 (short fill), stock steel 440 crank final cubes came in @ 466 Bore 4.361" Stroke 3.900" (small error in offset resulted in .015" less stroke) 6.135" Scat BBC rods Icon 826 pistons with 1.867" CHT CompCam roller 256/260 @.050" .750/.708" 106 LSA Custom 1/2" girdle with aluminum main cap spacers internal oil p-u 1/2" NPT Cloyes Hex-Adjust timing set ProComp heads 2.25" (hollow stem) 1.75" Indy 400-2 intake Schoenfeld 1 7/8-2" dyno/sprintcar headers
This was to be our development engine to beat on trying different parts/configs. I had most of these parts on hand and wanted to get it together, test things out and then build a copy with much nicer parts and a few more tricks with what we learned testing this one. I had this engine running late August and was surprised it made pretty good power considering the low buck nature of it. Our first test up to 6500 rpm netted peaks of 708 hp/638 ft/lbs @ 32 total. Our first pull to 7000 rpm dropped to 508 hp @ 7000 rpm! Due to lifter instability.
I know I am forgetting things to post about this build. Ask away. J.Rob
Last edited by RAMM; 10/17/13 12:55 PM.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518909
10/17/13 12:30 PM
10/17/13 12:30 PM
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Here is where most of my attention went. You can see how much angle milling the heads changed the shape of the chambers.
In this shot you cannot see that I relocated the dowel position .100" to move the valves closer to bore centerline. J.Rob
Last edited by RAMM; 10/17/13 12:53 PM.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518910
10/17/13 12:34 PM
10/17/13 12:34 PM
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Another shot of the 3.125" intake openings. Flow topped out at 360-363cfm from .700-1.00". I was after stability not flow rates. J.Rob
Last edited by RAMM; 10/17/13 12:52 PM.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518911
10/17/13 12:36 PM
10/17/13 12:36 PM
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Here is a shot of how terrible the valve position is. Notice how the valve wants to open right into the exhaust side of the cylinder. J.Rob
Last edited by RAMM; 10/17/13 12:52 PM.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518913
10/17/13 12:43 PM
10/17/13 12:43 PM
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The main girdle was probably the most fun and straightforward part of the bottom end. I milled it out from a solid blanchard ground steel. I didn't feel like messing around with some shim arrangement so I milled the tops of the main caps flush with the bolt holes and measured the distance between them and the girdle. Aluminum "cap straps" were made in that dimension fitted per cap to act as the spacer between cap and girdle. I feel that these would still give some of the benefits of a an aluminum cap and still be as stable as an iron cap. I think it worked quite well. J.Rob
Last edited by RAMM; 10/17/13 12:51 PM.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518914
10/17/13 12:47 PM
10/17/13 12:47 PM
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Here are the Icon pistons before and after I moved the valve notches back and corrected for angle of the valves. J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518915
10/17/13 12:50 PM
10/17/13 12:50 PM
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Here is a shot of the completed shortblock. You can see the big dish I had to put in the top of the piston. J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: BradH]
#1518920
10/17/13 01:51 PM
10/17/13 01:51 PM
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Yes on the images Brad. I have a hard time making them small enough usually for Moparts--now they are too small.
I would also like to give a big thanks to Rick @ FireCore 50 for his awesome support and products he supplied me. In the very near future I will be doing some A-B-A testing of his ignition products. I am expecting some solid results based on what I have already experienced. J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518921
10/17/13 01:56 PM
10/17/13 01:56 PM
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BradH
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Questions: 1. Got a full-curve flow chart for the heads? 2. Got dyno data for a representative 3000-7000 RPM pull? 3. How did the results from your dyno correlate to the EMC dyno? 4. What did you run for valve springs to support that much lift? 5. What would you change to "detune" it for a more street-friendly & reliable combination? That's all for now...
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518922
10/17/13 01:57 PM
10/17/13 01:57 PM
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72Swinger
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What lifters did you end up using?
Mopar to the bone!!!
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518923
10/17/13 01:58 PM
10/17/13 01:58 PM
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I would also like to thank my buddy Joe who did such a nice job on the crank. This crank was a 40+ year old 440 steely that I tig'd the undercuts on the rods up and he offset ground and cut .300"+ from the counterweights. We profiled and cleaned the counterweights up as well. It took 2 slugs of Mallory to get it to balance. Bobweight was 2268g, no lightweight here. J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: BradH]
#1518928
10/17/13 02:30 PM
10/17/13 02:30 PM
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BradH
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More questions: 1. What did the final volume of the chambers come out to? 2. How large was the dish in the pistons? 3. Can both the Procomp and Edelbrock Victor intake seats support a 2.25" intake valve? That's all for now...
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518929
10/17/13 02:39 PM
10/17/13 02:39 PM
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Here's a full pull with severe lifter instability. J.Rob
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518931
10/17/13 02:43 PM
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Here's a full pull with "better" valve control. J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518937
10/17/13 04:25 PM
10/17/13 04:25 PM
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This chart represents the very best port of all eight. The rest are down 3-6 cfm from this one at all points above .200" The exhaust flowed 250 cfm through the header. J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: B3RE]
#1518941
10/17/13 06:12 PM
10/17/13 06:12 PM
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BradH
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Quote:
... but if Mopar guys dont abandon the misinformation about valvetrain geometry, they will never be able to compete at the same level as the competition.
Please to elaborate, honorable B3RE-san.
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Re: EMC 2013 470 B stroker build
[Re: pittsburghracer]
#1518942
10/17/13 06:13 PM
10/17/13 06:13 PM
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Quote:
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J. Rob nice work dude! Can see your extraordinary attention to detail leaving nothing spared
What did you think of those pro comp heads in terms of material quality when you ported on them as well as the casting quality i.e. how well bolt holes and such lined up, rocker shaft mounts level and not warped, etc.
If they are anything like the Chevy Pro comp heads I just did the aluminum is VERY hard.
Thats a good thing right? I have heard before that soft aluminum that cuts like better is not as good in terms of casting quality...but im not a head porter nor a metal guy, so I have no idea if thats true or not
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Re: EMC 2013 470 B stroker build
[Re: mshred]
#1518943
10/17/13 06:22 PM
10/17/13 06:22 PM
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BradH
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Quote:
What did you think of those pro comp heads in terms of material quality when you ported on them as well as the casting quality i.e. how well bolt holes and such lined up, rocker shaft mounts level and not warped, etc.
If Jesse's were anything like my "porting dummy" BB head, the area under the exhaust valve seats don't have sufficient material to make a smooth transition into the bowls.
I don't know how poor the OOB valve job is because I had Brian at IMM put a "real" valve job on mine before I ever saw it. However, there is still a big "bowl hog" like cut under the intake valve insert that simply didn't need to be cut that deeply.
The short turns have a lot bigger "ledge" than the Edelbrock they copied which just adds to the porting time necessary to bring them around.
I know you're fishing for validation that buying Procomps is a good deal, but IMO they're perfect examples of how offshore "clone" products cut corners.
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Re: EMC 2013 470 B stroker build
[Re: BradH]
#1518945
10/17/13 06:56 PM
10/17/13 06:56 PM
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Quote:
Quote:
What did you think of those pro comp heads in terms of material quality when you ported on them as well as the casting quality i.e. how well bolt holes and such lined up, rocker shaft mounts level and not warped, etc.
If Jesse's were anything like my "porting dummy" BB head, the area under the exhaust valve seats don't have sufficient material to make a smooth transition into the bowls.
I don't know how poor the OOB valve job is because I had Brian at IMM put a "real" valve job on mine before I ever saw it. However, there is still a big "bowl hog" like cut under the intake valve insert that simply didn't need to be cut that deeply.
The short turns have a lot bigger "ledge" than the Edelbrock they copied which just adds to the porting time necessary to bring them around.
I know you're fishing for validation that buying Procomps is a good deal, but IMO they're perfect examples of how offshore "clone" products cut corners.
The small block pro comp castings are supposed to be different then standard eddy's in that the water ports were moved in order to be able to port them and not hit water....otherwise, I think there is no real appeal to them...besides, im just asking, aint no harm in that lol
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518951
10/17/13 11:21 PM
10/17/13 11:21 PM
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Quote:
Quote:
Quote:
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Sorry if this was covered, What rockers did you use for this build, and how much work was required to get them working with the head mods? Also would you expect the same/worse/better results with victors?
I used T&D shaft rockers in a 1.6/1.6 ratio. The only work required was milling the shaft stand down .030" with a 7/8" ball endmill.
This is why you had instability. How many finalists had valvetrain issues with their hydraulic lifters? I'm sure they didn't just put the roller in the center of the valve and call it good. Not trying to be a jerk, I'd like to see you do well, but if Mopar guys dont abandon the misinformation about valvetrain geometry, they will never be able to compete at the same level as the competition.i Kudos ony all the hard work on the cylinder heads, though. I like to see people thinking outside the box.
How would you address the geometry issues with Mopar's shaft system. I am all ears. Short of milling the rocker stands down and moving the shaft in 2 of the 3 axis, I do not see how it can be done. Please enlighten me so I can understand. J.Rob
Moving the shaft in 2 axes is what is needed, but you are going the wrong way. Dig up an old Mopar Muscle that has Indy Cylinder Head winning their dyno challenge. They had T&D help them correct geometry on their entry and they had to make stand spacers to stay within the rules of not milling the head. The shaft has to go up, not down when you use a roller rocker. The pivot centerline is between the center of the rocker shaft and the center of the roller axle, not where the roller meets the valve tip. That is the equivalent of running a longer valve which is why the shaft has to go UP. The only reason to put the roller in the center of the valve is so the roller doesn't roll off the end of the valve from the excessive sweep that comes from incorrect geometry. With .750" lift, you should be sweeping the valve less than .050" if the geometry is correct. Check it with an indicator and I'd be interested to know just what it is.
Mike Beachel
I didn't write the rules of math nor create the laws of physics, I am just bound by them.
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Re: EMC 2013 470 B stroker build
[Re: B3RE]
#1518953
10/17/13 11:45 PM
10/17/13 11:45 PM
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Joined: Jan 2003
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BradH
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Looks like what you do is use offset rocker stand spacers to more closely approximate Jim Miller's Mid-Lift Geometry design. Of course, his design applies to both the roller-tip fulcrum sweep as well as the angularity of the pushrod-to-rocker relationship.
Simply offseting & raising the shaft can only help to improve the roller tip sweep, unless you happen to be working w/ rockers where the angle of the pushrod adjustment screw is less than optimum when in the standard location. Some rockers do respond positively to that, but with others (Crane "Gold" being a good example) it just makes the adjuster screw angle at peak lift even more out of parallel w/ the pushrod than before.
I always found it interesting that Miller's approach and Jesel's were so very different, considering Jesel takes what they refer to as a "low pivot" approach to minimize rocker scrub in the high lifts where the spring loads are greatest, despite the overall scrub pattern being wider.
I'm curious how one uses offset rocker stand spacers w/o redrilling (offsetting) the bolt hole (which ICH did in the Mopar Muscle Engine Challenge entry w/ the T&D rockers mounted on spacers). Does this involve elongating the rocker shaft mounting holes to enable shifting the shaft c/l rearward? I think I've seen some Harland Sharp SBM shafts like this.
Last edited by BradH; 10/18/13 12:11 AM.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518954
10/18/13 12:01 AM
10/18/13 12:01 AM
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BradH
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More questions: 1. Was the engine in the same state of tune when it made 720-ish HP on your dyno as when it cranked out 750+ HP at the EMC? 2. Why the major "fat" dip in the A/F ratio down low? My first thought was that big-venturi "True 950" Holley wasn't happy under a load down there, but would have expected it to be lean, not uber-rich... 3. Do the flow #s you posted reflect the head being positioned in an "adjusted" location over the bore fixture comparable to where it was on the engine w/ the offset dowels, etc.?
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Re: EMC 2013 470 B stroker build
[Re: firefighter3931]
#1518958
10/18/13 09:04 AM
10/18/13 09:04 AM
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Thanks Ron, I am seriously impressed with the FireCore products. I wish I could've shown what they are really capable of on our good engine. J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: BradH]
#1518960
10/18/13 02:24 PM
10/18/13 02:24 PM
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Ramm thanks for all the pictures and information. I knew there was hp in the repositioning of the heads as a friend of mine had a challenger race car that he and another friend of mine built on a shoe string about 16 years ago. They moved the heads up on it and it ran extremely well for what it was. 440 Short block was stock down to the cast pistons. Block was zero decked. Heads were 915 mildly ported 2.14 1.81 valves. Cam 528 Mopar cam, m1 intake, 850 Holley and 1 7/8 super comps. 727,10" converter 4.10 gear. All this installed in a 70 challenger that weighed 3600 ready to run. Great weather 10.90's. Hot weather 11.teens. Pretty quick for a combo most wouldn't think would get out of the 12's. With the new Cnc block machining centers can't you re position the bores? If you could move the bores down in the block .020-.025 then move the head .120 that would be substantial. For the guys that need the head stock but would like a better valve angle would you angle mill the block?
Getting old just means you were smarter than some and luckier than others.
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Re: EMC 2013 470 B stroker build
[Re: BradH]
#1518962
10/18/13 11:04 PM
10/18/13 11:04 PM
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Joined: Jul 2013
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B3RE
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Quote:
Looks like what you do is use offset rocker stand spacers to more closely approximate Jim Miller's Mid-Lift Geometry design. Of course, his design applies to both the roller-tip fulcrum sweep as well as the angularity of the pushrod-to-rocker relationship.
Simply offseting & raising the shaft can only help to improve the roller tip sweep, unless you happen to be working w/ rockers where the angle of the pushrod adjustment screw is less than optimum when in the standard location. Some rockers do respond positively to that, but with others (Crane "Gold" being a good example) it just makes the adjuster screw angle at peak lift even more out of parallel w/ the pushrod than before.
I always found it interesting that Miller's approach and Jesel's were so very different, considering Jesel takes what they refer to as a "low pivot" approach to minimize rocker scrub in the high lifts where the spring loads are greatest, despite the overall scrub pattern being wider.
I'm curious how one uses offset rocker stand spacers w/o redrilling (offsetting) the bolt hole (which ICH did in the Mopar Muscle Engine Challenge entry w/ the T&D rockers mounted on spacers). Does this involve elongating the rocker shaft mounting holes to enable shifting the shaft c/l rearward? I think I've seen some Harland Sharp SBM shafts like this.
Points well taken BradH, but a allow me to make my case.
First, while Miller's approach does address both the valve and pushrod side of the rocker, you are at the mercy of the manufacturer you choose when buying rocker arms. That adjuster angle is near impossible to correct once designed into the rocker and machined accordingly. But, having the valve side of the equation correct is far more important and beneficial to the performance and longevity of the valvetrain. Plus, having the valve side correct will allow for less spring pressure and not having to use "special lifters" that are unheard of in the world of the competition (chevy, ford etc.). I'm not saying the pushrod side isn't important, but it doesn't compare to the valve side. BTW, I have a set of SB Crane Gold's, circa 1998, on the bench right now that I checked the adjuster angle on a CMM and they were only out by 2 degrees. I've had them off by ten degrees or more.
Jesels low pivot approach is a mystery to me if not completely counter-intuitive. That low approach means the valve opens more slowly than it would with Miller's advice, and accelerates as it gets closer to full lift. I don't know about you, but my cylinder heads always flow more air at .500-.600 lift than they do at .200-.300 so I want to get it there as quickly as possible (think "fast cam lobes"). Then the valve does not decelerate as it should at full lift and now the valve becomes very difficult to control (more spring). At best, you may gain a few thousandths at full lift from the reduced sweep on that end, but you have given up way more than that all the way from the seat up to that point due to the slower acceleration down low. To me, the spring loads would be greater doing it Jesel's way just because of the need for more open pressure. Then, on the way down, the rocker moves quickly from full lift and slows once it gets to the lower lifts (harder for the valve to "keep up" and less time for the port to flow good air). From a purely logical standpoint, it doesn't sound like a good thing to me.
In most cases, I do not need to elongate the holes in an aftermarket shaft. There is usually enough wiggle room to get the offset as long as the rockers aren't commercialized. By commercialized I mean designed with a longer fulcrum length to put the roller on the center of the valve when just bolted on, so people will buy it on the premise that it has better geometry. I'm sure one brand in particular comes to mind. The shafts you speak of are made by Comp as well and they are marketed as offset shafts for more spring clearance. Funny, I don't have spring clearance issues when the shafts are raised to the proper location. Not saying I never will, just haven't so far. BTW, have you ever priced those shafts? Oh, and you would still have to offset the stands somehow.
One question, what do you consider optimum adjuster angle?
Thanks for the thought provoking conversation. I like it.
Mike Beachel
I didn't write the rules of math nor create the laws of physics, I am just bound by them.
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Re: EMC 2013 470 B stroker build
[Re: B3RE]
#1518964
10/18/13 11:42 PM
10/18/13 11:42 PM
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Joined: Nov 2003
Posts: 5,160 Texas
dannysbee
master
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master
Joined: Nov 2003
Posts: 5,160
Texas
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Thanks for bringing this subject up as I am building a max wedge engine and the heads have no rocker stands. I will be getting billet stands made and I knew there had to be a way of figuring the optimum height.
Getting old just means you were smarter than some and luckier than others.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518970
10/19/13 09:19 AM
10/19/13 09:19 AM
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Joined: Feb 2006
Posts: 1,048 The Great White North
RAMM
OP
super stock
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OP
super stock
Joined: Feb 2006
Posts: 1,048
The Great White North
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Here's a shot of the engine that never made it. It featured MPI, crank trigger, Victor heads, ultra light internals etc.... J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518971
10/19/13 09:47 AM
10/19/13 09:47 AM
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Joined: Feb 2006
Posts: 1,048 The Great White North
RAMM
OP
super stock
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OP
super stock
Joined: Feb 2006
Posts: 1,048
The Great White North
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Somebody asked to see a dyno sheet from UNOH. This was the very last pull. Wish we could've made 2 or 3 more. J.Rob
Last edited by RAMM; 10/19/13 09:49 AM.
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518972
10/19/13 01:28 PM
10/19/13 01:28 PM
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Joined: Feb 2005
Posts: 20,145 PA.
pittsburghracer
"Little"John
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"Little"John
Joined: Feb 2005
Posts: 20,145
PA.
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Are you limited on what ring pac goes into each engine?
1970 Duster Edelbrock headed 408 5.984@112.52 422 Indy headed small block 5.982@112.56 mph 9.42@138.27
Livin and lovin life one day at a time
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Re: EMC 2013 470 B stroker build
[Re: B3RE]
#1518973
10/19/13 02:41 PM
10/19/13 02:41 PM
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Joined: Jan 2003
Posts: 15,439 Val-haul-ass... eventually
BradH
Taking time off to work on my car
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Taking time off to work on my car
Joined: Jan 2003
Posts: 15,439
Val-haul-ass... eventually
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Quote:
... One question, what do you consider optimum adjuster angle?
Once again, two schools of thought: 1. Maintain same range of angle change in the relationship between the pushrod & the adjusting screw from min to max lift (e.g. 15 degrees "under" to 15 degrees "over") to put them both on parallel planes at the mid-lift. IIRC, that's Miller's design.
2. Start out w/ the most out-of-parallel condition when the valve is closed and have them both on parallel planes at the peak lift where the highest spring loading is. From some of what I've seen, this might be what Jesel is attempting, but I can't say for sure.
Without going into all sorts of different types of specific measurements (impact on peak lift, impact on area under lift curve, stresses on adjusting screws & pushrods, etc.), I really can't say which is mechanically "ideal".
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518975
10/19/13 03:48 PM
10/19/13 03:48 PM
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Joined: Jan 2008
Posts: 4,254 Canada
WO23Coronet
master
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master
Joined: Jan 2008
Posts: 4,254
Canada
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Quote:
Here's a shot of the engine that never made it. It featured MPI, crank trigger, Victor heads, ultra light internals etc.... J.Rob
What do you think that beast would've made? Also how big is it?
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Re: EMC 2013 470 B stroker build
[Re: BradH]
#1518977
10/20/13 02:54 PM
10/20/13 02:54 PM
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Joined: Jul 2013
Posts: 561 USA
B3RE
mopar
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mopar
Joined: Jul 2013
Posts: 561
USA
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Quote:
Quote:
... One question, what do you consider optimum adjuster angle?
Once again, two schools of thought: 1. Maintain same range of angle change in the relationship between the pushrod & the adjusting screw from min to max lift (e.g. 15 degrees "under" to 15 degrees "over") to put them both on parallel planes at the mid-lift. IIRC, that's Miller's design.
2. Start out w/ the most out-of-parallel condition when the valve is closed and have them both on parallel planes at the peak lift where the highest spring loading is. From some of what I've seen, this might be what Jesel is attempting, but I can't say for sure.
Without going into all sorts of different types of specific measurements (impact on peak lift, impact on area under lift curve, stresses on adjusting screws & pushrods, etc.), I really can't say which is mechanically "ideal".
My thinking is that the more angle the adjuster is on, the side loading forces are increased exponentially. Add to that that the pushrod is literally trying to shove the rocker body into the shaft and lift the shaft off of the head as the lifter starts up the opening ramps on the cam. I would think that would create more load on the adjuster than what would be present by splitting the sweep angle between over and under the parallel plane. Don't forget about the additional harmonics incuced by the increased lateral movement of the pushrod. Think pole vault.
Hmmmmmmm!
Mike Beachel
I didn't write the rules of math nor create the laws of physics, I am just bound by them.
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518980
10/20/13 09:41 PM
10/20/13 09:41 PM
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Joined: Feb 2006
Posts: 1,048 The Great White North
RAMM
OP
super stock
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OP
super stock
Joined: Feb 2006
Posts: 1,048
The Great White North
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Anyone interested in some IN-CELL dyno footage at the EMC? J.Rob
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518982
10/21/13 10:53 AM
10/21/13 10:53 AM
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Joined: Feb 2003
Posts: 1,646 Ontario,Canada
firefighter3931
top fuel
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top fuel
Joined: Feb 2003
Posts: 1,646
Ontario,Canada
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Quote:
Anyone interested in some IN-CELL dyno footage at the EMC? J.Rob
Does a Shark $hit in the ocean ?
Yes, we want some dyno clips !!!
Ron
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Re: EMC 2013 470 B stroker build
[Re: firefighter3931]
#1518983
10/21/13 11:39 AM
10/21/13 11:39 AM
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Joined: Jan 2003
Posts: 74,942 U.S.S.A.
JohnRR
I Win
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I Win
Joined: Jan 2003
Posts: 74,942
U.S.S.A.
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Quote:
Quote:
Anyone interested in some IN-CELL dyno footage at the EMC? J.Rob
Does a Shark $hit in the ocean ?
Yes, we want some dyno clips !!!
Ron
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518988
10/24/13 09:16 PM
10/24/13 09:16 PM
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Joined: Jan 2003
Posts: 14,491 So. Burlington, Vt.
fast68plymouth
I Live Here
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I Live Here
Joined: Jan 2003
Posts: 14,491
So. Burlington, Vt.
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Quote:
1. Plunger travel on these were limited to .015"
thanks for the info. one more question.....
so, are those lifters sort of like a Schubeck style lifter internally?(meaning there isnt really any check valve system in place......and the plunger just bottoms out when it starts working against the spring pressure) so instead of it really being a hydraulic lash compensator, its really just a means of providing a "cushioned lash".
Schubeck's have about .015 travel, but they arent a true hydraulic lifter. the Comp limited travel lifters are supposed to be a "real" hydraulic lifters, but they supposedly have .050 plunger travel(and arent available in a .904 version yet).
68 Satellite, 383 with stock 906’s, 3550lbs, 11.18@123 Dealer for Comp Cams/Indy Heads
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Re: EMC 2013 470 B stroker build
[Re: RAMM]
#1518990
10/26/13 11:38 AM
10/26/13 11:38 AM
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Joined: Feb 2006
Posts: 1,048 The Great White North
RAMM
OP
super stock
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OP
super stock
Joined: Feb 2006
Posts: 1,048
The Great White North
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Here is a trimmed video of our last pull at UNOH. J.Rob EMC2013finalpull
2009 PHR\EMC Competitor 2010 PHR\EMC Competitor 2011 PHR\EMC Competitor 2012 PHR\EMC Competitor 2013 PHR\EMC Competitor 2014 HotRod/EMC Competitor 2015 HotRod/EMC NoShow 2016 HotRod/EMC 3rd place SPEC Bigblock 2018 HotRod/EMC 7th place G3
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