what are the differences with the motor between this test and the one where you had the big Comp roller in it?

did you make full pulls with the motor in that other configuration, or were you limited by the dyno capacity(around 800hp as i recall) on that previous test?

IMO, there are way too many differences between the tests you did with the Comp solid vs this test with the roller to draw any real conclusions between the two cams.

This combination is very close to the combo with the big Comp roller cam.

That combo had the .800+ lift cam with an Indy 440-3X intake and wet sump oil pan. This combo has the smaller Jones cam, a Super Victor intake and dry sump. The oil pan was the same one, just ran it dry with the oil tank remote.

Both motors had the same 1.70/1.70 rocker arms, same heads, shortblock, headers, same operating temps, etc.

I also switched from the dyno cell MSD 6 ignition on that big cam test to a MSD 7AL for this test so there could be some power difference there.

Same dyno cell and same limitations. This dyno is limited to about 670 ft-lbs max torque so we're bouncing the needle off the limiter on some of these runs which doesn't make the operator all that happy.

what was the peak HP number with the big cam and Indy intake?

805 at 6400 but we only got 3 pulls on that combo before the pushrods turned crispy. I pulled out some of those dyno sheets and they look very close to the current ones.

Sorry for the dumb quetion but is the 337 intake a max wedge runner?

Yes, the 337 intake is a single 4bbl Max Wedge intake from Mopar Performance. Low profile with an integral valley. It is the intake you use if you're running original type Max Wedge heads on a 440 block. It is the only intake that fits that combo since it has the integral valley. There isn't a bathtub gasket for the MW ports so you have to use the 337 intake.

It fits with Indy or Victor heads but you end up with a double valley tray arrangement which looks a little funky. It works fine, just looks weird.

That is the way it seems. I'll get some more pulls on it in the future and we'll see how it goes. I have a new oil pan to build and I'm going to switch over to a 4 stage pump.

I wouldn't mind getting back on the dyno to compare some of the different intakes that I have around here. I've run the 440-3X on this motor before but I didn't do a back to back against the Super Victor or the 337.

Hello Andy,

I would be very interested in that as well.

Damon

This motor sitting here in the shop since the last set of dyno runs so I started to make a few upgrades to it. I'm switching over to a special damper from ATI that has a BB Chevy bolt pattern. That switch allows me to run the BB Chevy trigger wheel as well as a standard Chevy dry sump drive. I'll post some pictures when I get a chance.

Here is a shot of the ATI 917120 damper with a BB Chevy trigger wheel. This is an 8 inch wheel from MSD. The 917120 damper clears the Jesel belt drive just fine. Only problem was that ATI has the wrong specs for the keyway and so it didn't fit out of the box. I sent it back to ATI and had them re-machine it to correct Mopar specs and now it fits fine.

Here is a picture showing the spline drive nose from Peterson mounted up. This is a standard BB Chevy part number. It has to be modified to fit since the crankshaft bolt on a Mopar is larger than on a BB Chevy. If you go this route you need to machine a pocket in the back side of the drive plate for clearance.

Last photo of this series shows the Peterson drive assembly all installed. This spline drive setup is really nice. The drive torque is taken by the three bolts rather than the center bolt. The center bolt is just used to hold the drive assembly together.

I decided that I didn't like the flathead screws holding the Peterson drive plate on so I made my own drive plate. I counterbored mine so I could use 12 point bolts.

This picture also shows the new crank trigger mount. I had to design a new one to work with the larger Chevy trigger wheel.

I went ahead and designed a bracket for the smaller 3/8 diameter pickup from MSD. Some guys like to run the smaller pickup since it takes up less space and it has a shielded cable.

Is those just caps? Who's oil pump is that? I was thinking those were just the Inlet/Outlet to your remote oil filter correct?

Very nice stuff BTW

Sorry for the confusion Bob, those last pictures have a Milodon pump mounted to the block rather than the dry sump pump that is usually there. I was working on a different project so I changed pumps and forgot it was there when I took the picture of the drive assembly.

It has been a little while since I worked on this 505 motor. Latest update is that I'm pulling the EZ heads off and moving them over to my new 514 motor. I'll be putting the top end off of this motor onto the 505.

So next round of testing will have ported Edelbrock RPM heads, tunnel ram, and hyd roller cam. I'll keep the dry sump setup on there since it is all sorted out and working nicely. I'll have the new setup up and running in a few weeks. Should look wild and I think it will run pretty hard. The power will be down 100 hp or so from the EZ heads but it should be a good street bruiser type of setup.

Basically I decided that I shouldn't keep making 800 hp dyno runs on this stock block bottom end. So I'm moving the EZ heads and Jesel setup over to the 514 motor which is based on a World block. I'll keep the 505 motor around as my standard port head dyno mule. That gives me a std port dyno setup and a max wedge dyno setup. Now I won't have to swap heads back and forth whenever I want to test different intakes and such. The std port head knocks at least 100 hp off and probably more. So this 505 goes back to being a 650 or 680 hp motor which should help the bottom end last a longer time.

I pulled the 505 apart the other day to see what it looked like at 80+ dyno pulls. The 440Source crank is in fine shape as were the SCAT rods and the Diamond pistons. Rod and main bearings both looked okay. The block is toast though. The main webs are cracked on both #2 and #4 so it is going to the dumpster. Guess that sucker just couldn't handle those dyno pulls where we were putting out 800+ hp.

I have a 440 block lined up to move the rotating assembly over to so I'll have a new 505 back up and running within a few weeks.