Belvedere, I was told by the person I purchased it from ,it was supposedly built by petty enterprises for the original owner/circle track racer.

rmchargr, If I can find time I may take you up on that .

thanx
justin

Those look like the Norris SS rocker that are no longer available. Those are nice pieces. Keep those.

The pushrods are too short. The correct setting (per ma MoPar) is the adjuster should be 9/32 inch from the bottom of the rocker +/- .050 and I would rather see less than .025. That is ready to go, with lash.

Here is one more important thing. If those are Chrysler shafts, they are NOT drilled correctly for the W-2 or W-5 offset. I have fought with the factory for almost 20 years on this. Even the offset shafts are drilled wrong for oiling the cup and adjuster. If you look closely, you will see, when your geometry is correct, that the oil hole in the rocker SHOULD line up with the oil hole in the shaft. It does not. Grooving this won't help. The oil holes are for T/A rocker offset.

The ONLY fix I know of (Indy's answer is to use oilers in the valve cover...total BS way to fix it) is to put machinists bluing on the shafts, assemble the rockers on the shafts without the adjusters, making sure the rollers are centered left to right on it's valve, and take a scribe, go through the hole in the rocker and mark the shaft. Carefully disassemble the whole thing and drill the new holes in the shaft in the correct location.

Only then, and ONLY then, will the oil timing be correct.

Hope this helps. I know it sounds crazy but it's a FACT. Early 426 Hemi oil timing was wrong too.

Just sayin'

It's funny, I'm going through this on W2's as well, one thing that helps the oiling (though doesn't cure any of the misalignment of the passages noted above) is to run a cam with grooved #2 and #4 cam journals for constant 360 degree oil flow to the shafts.

As for alignment with the pushrods we are mocking up right now and experimenting with using BB exhausts and .600" offset Hughes Victor rockers. The pushrod alignment with a roller cam was horrible but .600" looks like it will work very well. The shaft is still too far biased to the exhaust but with a lash cap it's not 100% perfect, but it's decent.

I don't remember all of these probelems with the late 70's first gen W-2's, these look like they had five different engineers and no 2 talked to eachother at all. This was a very early stage using a .350" for mock up, obviously it wasn't going to work. (.750 or .775 can't remember exactly) would work but I hate the pushrod angle and with higher fulcrum point with the roller cam it's only worse. We just wound up relieving the (fairly thick) port wall casting with a Bridgeport.

I'll keep you posted, But suffice to say my fond memories of 35 yrs ago are fading fast. As cool and nostalgic as they are,,,ther'e probably Not worth the effort in retrospect

ok, thanx everyone so far for the advice /comments. I started poking around a bit and have come to the conclusion I need to go through this used/mystery engine thoroughly before I run it. This world of W2's is very new to me and Im glad to finally be tinkering with one and cant wait to feel the difference in power compared to my std ported a heads.

I went ck the lash and they were all over the place and some would require me to run the adjusters down even more. At that point I decided to send the heads, victor intake and valve train parts to Ryan j and have them gone through and max ported (so much for getting away with not spending any money, haha! When will I ever learn?).Yes Wize, from what Ryan told me they are Norris rockers and Im glad to hear I have something good on this engine so far. Out of all the push rods only the two middle on drivers side showed signs of overheating and I explained this to Ryan. I noticed the pass side lifter oil galley has been tubed and oil feed holes in heads have been restricted. I pulled the solid cam and lifters to inspect as well. The cam lobes and lifter bases look fine but noticed a couple of the pushrod bases had worn through to where there was a small pin hole starting to show.I will have ryan try to spec out the cam as I have no idea what it is. I will pull apart the bottom end , clean ,inspect and measure everything at this point as well.

Will keep you posted.

thanx
justin

I also went through a 340 W2 engine recently that had a similar problem, the pushrods had eaten the lifter cups, there was almost 1/4" difference in the cup depths between the least and most worn out ones. Also a solid flat tappet, MP 296/.557".

Quick update..... The Hughes Victor BB Rocker with the .600 offset looks pretty good, think it will do the trick on my W-2's

Another shot

PS

A Huge Shout out and Thank You to Kathi Angelucci at Angelucci Maufacturing who make the Billet Pedestal blocks for W2/5's and Max Wedges!

We lost one of the corner blocks and she helped me out a ton.

They're great people, give them a shout if you ever need these specialty Mopar billet parts

www.billetracingparts.com

@ Clone, Yeah they are the offset W-2 Shafts using the BB offset rockers on the intake and exhaust.

These are not roller on shaft, this one is on a 440" (360 based) shortblock, probably won't turn it much over 6200.

The cam does have grooved #2/#4 journals for 360 degree oiling, not too worried about the top end now that we have good working geometry.