We ran my new small block 434 on the dyno today. It's 11.2-1, Indy heads, comp solid roller and T&D 1.7 rockers. According to the instructions included with the rockers they are pre lubed and not recommended cleaning them, so I didn't.

The engine fired right up but within a few seconds started making a squealing sound so the operator immediately shut it off. The oil pressure was good and we didn't see anything amiss so we started it again. This time it ran for several seconds before starting squealing again so it was shut down. I was in the cell with it and the sound was coming from the top on the passengers side. I pulled the valve cover and found that there was a ton of oil but none on the push rods so I pulled the rocker arms to inspect the push rods, no bluing or signs of galling. My first thought was that the push rods were to long and had the adjusters out their oiling range. I had blown through one the other side when I installed them to make sure they were ok and it was. I wiped one of the adjusters off and blew through it with my mouth, at first nothing then it blew a slug of grease out. So the dyno operator took it and blew all of the adjusters out while I pulled the other side off. After blowing all of the adjusters out with compressed are we fired it up and the noise was gone. So if I ever buy new T&D's again I will take them off the shafts and wash the grease out and lube the with assembly lube.

This engine was built to run on pump 93, 11.2-1. I took five gallons of Renegade Crate 98 and five gallons of 93 from a little store down the road from me. We started it on the 98, it was a little rich after setting the timing I installed bigger high speed bleeds, still rich so I pulled two jet sizes out of the secondary's. With the jetting good we started on the timing, after making a couple adjustments and a few pulls it made it's best pull for HP and torque. I asked the operator what he thought the 93 would do, let's find out was his reply. While I was draining the bowls he removed the line from the carb and pumped the 98 back into my gas can. He poured the 93 in the cell and fired it back up and ran it for a minute or so before the pull. It made 31 more HP and almost 25 pounds of torque on the 93. I thought it was a fluke so he cooled it down a little and pulled it down again, same results! It was tuned for the most HP and torque for the 98 and with no other changes made more HP and torque on the pump 93. I could see a big difference in 112 to 93 but would have never thought it with 98 and 93.

For whatever reason the dyno operator didn't want to run the engine with the PVC valve hooked up so we didn't until the last pull. With no changes except pulling the cap off the nipple on the carb and hooking the PVC valve up it made 3 more HP using the PVC valve.

Sorry for the long post but it was a very interesting day.

Very interesting! I'd love to know what your dyno numbers ended up like and your combination. I saw where you didn't want to publicly say your dyno numbers, and I understand your reason. I've got a 427 Indy 360-2 motor that I'd like to finish and run someday...

Wow! I could see 5-10 HP but 31 is a buttload!

And what did it make for power?

I'll post the ET, MPH and weight when I get it to the strip.

best answer!!


Saying that about 98>93, I remember back when racing we used to run 98 leaded (4 star) it was called here and all the timing. I decided to mix it one time with some unleaded swill and the motor sounded much stronger, only ran a a few 1/00ths quicker but sounded like it liked it......

IMO, it's not an "octane" issue. It's just something with that particular race fuel.

It def would have made more with one of the heavily oxygenated race fuels.

I think T&D's mentality on the lube is....... They sort of just assume it's going to be oiled through the pushrods.
In a through shaft oiling scenario, I can see where removing the grease is the better call.
In general, I don't like "grease" type lubes in the rocker gear, because of issues just like what you had. Get the grease out, and do a good system priming right before start up...... That's my preffered method.

Testing can be tediuos but it is the best way to learn
I'm glad you had good results and nothing failed Did you do any valve lash testing? How about ignition testing on the two different fuels?

Dale knows his stuff.
What car you have?

I have a friend that spent over 10gs chasing lost ET and it was due to a certain Renegade fuel he started using

What specific fuel? Details?

Hope the fuel wasn't bad.

Excessive octane rating doesn't do any good in an engine. I used pump gas in a spec class race motorcycle while the other guys were buying 110. My bike was usually faster.

Cab we didn't change anything after we got the carb and timing set on the 98. Having to mess with the oiling issue took up some time and it was an hour of closing time when I pulled out for home. I wasn't looking for every ounce of power and I probably left some on the table due to my ignorance.

FastmOp, I have a street/strip 69 Dart, it was 3260 with me and the 408, will probably be in the 3300# range with the added weight of the R block.

This will sound silly, but lunch was the best part of the day. Dale had told me earlier that they broke for lunch and I was welcome to go with them. It was Wednesday and they always ate at Subway on Wednesdays because you get a free cookie. I told Dale I like cookies. It was like having lunch with some old friends you hadn't seen in a long time, that's the best I can describe it. I'd guess Dale and I are close in age, he has raced just about everything but skate boards. It turns out that we knew a lot of the same people in truck pulling and in dirt cars.

Dale has Mancini's old SS Dart and the Hemi for it is going on the dyno probably tomorrow. He also owns a 318 Volarie or Aspen wagon that is a current NHRA stocker national record holder. He told me it's capable of bombing the index if he wanted. I saw another Volarie wagon and another Dart that were his. The other wagon is a 408 4 speed, he said it's a hoot to beat up on the young guys and their mustangs with it.

I took it as a huge compliment when Dale told me he was impressed with my engine. I explained to him that a couple very sharp guys had pointed me in the right direction and kept me from trotting off in left field.

Glad it all went well Justin! Now to have some fun at the track!

Can't wait to hear how she runs.

Thanks guys.

It may be a bit before it's ready for the road though. I have to talk to Lenny about my converter. The 8" I have was built for my 408 and honestly it never 60', et or ran the mph as my old 9.5" Edge racing converter did before the 408 killed it. The 8" Lenny did flashed 5200 behind the 408 so I'm afraid it will be really loose behind the 434.

I tried to call them today but saw on their site that next week they are moving into a new building so it will be at least a week before I can ship it back.

Mine flashed to 5180 behind my 422 and I'm begging for more. Hope to send it back after the St. Patricks Day race to have it loosened to 5600-5700.

Hello what is Dale's last name and the name of his shop? Thanks I'll pass this imfo to Lou Mancini

Dale Meers, Dale Meers Racing Engines.

Thank you