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Well Jerry? do you know what is going on here? isn't it 3,4,5 or 6 that is always exiting the block?

detonation on the short intake runner cylinders? oiling? Barton has it figured out

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Yes, Jerry, please tell us..

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Well Jerry? do you know what is going on here? isn't it 3,4,5 or 6 that is always exiting the block?

detonation on the short intake runner cylinders? oiling? Barton has it figured out

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Yes, Jerry, please tell us..

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it sure seems to me that the only time I hear of a rod leaving a new hemi is when it has a drag pack intake. there maybe other cases but I dont know of any and there are new challengers and chargers running low nines with boost at 4000lbs not having this problem

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what brand rod was it?
ARP 2000 bolts?

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From what I recall talking with CHAPPER...I know that Scat SB Chevy rods were used. I don't recall what rod bolt's were used.

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ARP #8740 bolts were used as that is the bolt supplied with them. Probably should have upgraded, but have used them without any problems in the past. I am still at a loss, as are others apparently, just where the oiling problem is. I would have to guess right now, that it is in the crankshaft. I KNOW all oil passages in block and crank were clean and clear upon assembly. All clearances were acceptable to my standards with previous motors. The 'previous motors' do NOT include a Gen 3 Hemi though. I can't imagine the clearances being hugely different on a Hemi versus a big or small block Chevy, small block Mopar, big block Mopar, etc. The blackened crank is what really makes me wonder just what is taking place in these motors at 7000+rpm.

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its just a mopar rejecting GM parts

now back to reality i doubt that the rodbolts are the problem unless you just had some bad luck. i seem to remember a thread or post over on the other site fastmopar.something about an isue with the cranks when turning higher rpms.you might want to check it out over there,sorry to say i cant remember wish thread or even wish section it was in..

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what brand rod was it?
ARP 2000 bolts?

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From what I recall talking with CHAPPER...I know that Scat SB Chevy rods were used. I don't recall what rod bolt's were used.

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ARP #8740 bolts were used as that is the bolt supplied with them. Probably should have upgraded, but have used them without any problems in the past. I am still at a loss, as are others apparently, just where the oiling problem is. I would have to guess right now, that it is in the crankshaft. I KNOW all oil passages in block and crank were clean and clear upon assembly. All clearances were acceptable to my standards with previous motors. The 'previous motors' do NOT include a Gen 3 Hemi though. I can't imagine the clearances being hugely different on a Hemi versus a big or small block Chevy, small block Mopar, big block Mopar, etc. The blackened crank is what really makes me wonder just what is taking place in these motors at 7000+rpm.

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its just a mopar rejecting GM parts

now back to reality i doubt that the rodbolts are the problem unless you just had some bad luck. i seem to remember a thread or post over on the other site fastmopar.something about an isue with the cranks when turning higher rpms.you might want to check it out over there,sorry to say i cant remember wish thread or even wish section it was in..

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Maybe we should put an ad in 'National Inquirer'...you know,,"inquiring minds want to know.."

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Chapper..sorry for your "loss"...but I have to say you have a "knack" with smilies!

Hope you get to the bottom of it...the customer and you deserve better.

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This is why I'm scared to build a Gen 3 Hemi...

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Maybe we should put an ad in 'National Inquirer'...you know,,"inquiring minds want to know.."

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After a long day at the track today, our transmission broke after the 3rd time trial so Denny and I had plenty of time to discuss "Fred Chapman, CSI".

Fred, I know you stated that the engine was running at 19*s @ WOT, but how did you determine this?

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The ignition is the MSD Hemi6 setup. The timing was 'locked' at 19* with a laptop. I am putting my confidence in the ability of the young man that did this, as he was the one that installed the system and did the research/study of the system. I only know as much about the system as he explained to me, but I know he did not intentionally install any type of 'timing curve' into it. Are you still thinking 'detonation'..?

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First off sorry to see it. Not being a new Hemi expert, But. I question the broken bolt being the cause. How did the journal that hot after the bolt broke? I say lack of oil. At high RPM centrifugal force is trying to restrict oil going into the main journal. If the main doesn't get enough the rod is starved even worse. Just my 2 cents.
Doug

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The mains look good. I am open to any/all theories. The mains seem to be fine as far as oiling goes, but, I'm thinking the oil is not getting out of the main and on into the rod oiling passage. The #3 rod was the only one that seems to have starved for oil. #4 rod had some damage, but I believe it was caused by #3's problems. It would appear that the #2 main maybe oiling the #2 rod more than it's oiling #3 rod. I am having a hard time understanding why the crossdrilled crank is not moving more oil. Just for some more info, the #2 and #4 mains are the only mains crossdrilled on this crank.

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is this a wet or dry sump system? did the motor let go at the end of the straight or out of the corner or inbetween?

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It is a wet sump with a Barnes crank/belt drive pump. 3 sections to the pump system..engine oil, power steering, and fuel. It let go midway on front stretch, right at flagman's stand. Was kind of an uneventful thing though, we were the only car there testing and nobody in the stands. I just heard a 'clank' and then all was quiet..