Good luck to my friend Jesse, who is entering a G3 354 cid .
Matt

Looking forward to seeing the results, is he willing to share the build?

Yes we will.

Looks like your guy did good. congrats

Ha ha , not really but thanks for the kind words. Info to follow shortly. J.Rob

Considering we all thought the EMC was dead until very late in the year, it was a complete and utter co-ordinating disaster. Up until 1 week before the contest I wasn't sure I even wanted to attend. I figured with the new venue and only 1 dyno it would be a [censored]-show. I could not have been more wrong! The event was actually better than prior EMC's @ UNOH. I can't wait to see the rules @ PRI.

The build was a whole pile of unknowns as this was the first G3 I was able to build from start to finish and dyno it with a carb and conventional distributor as per the rules. Cubes we kept in check as I did not want to use one of the 4"+ cranks. My reasoning here proved to work against me on this one.

3.940" x 3.625" offset ground 6.1 steel crank
Arrow 6.2" rods 1.89".866" pin
Custome JE pistons 11.7 comp target
Early 5.7 heads 2.02" Ti / 1.575" Manley S.S.
Ritter drag pak
Comp Cam 241/247 .635" 111 LSA (missed on this big time)
Comp conical springs 130/380 (worked flawlessly up past 7000 rpm)
Stock rockers, pushrods, Manton HD shafts
Prefix front mount distributor cover kit
MSD SBChevy distributor

After working with this platform I can definitely see its strengths and short comings. Best result at home the night before we left was 550 hp/472 tq. Power was trending upwards well past the constest requirements of 6800 rpm. I should have chosen cam timing far far differently knowing the strong flow of these heads. I really dropped the ball on this one as I got complacent and didn't take the competition all that seriously this time. It showed. Moral of the story don't begin an all new engine build on Sep 19. Anything you want to know about the engine or the contest ask away. J.Rob

Block work Sep 19. J.Rob

More photos. Piston was set @ -.010" considering the head gasket is .029" thick. J.Rob

Here you can see the rod spacers to make the piston guide the narrow rods--check the rod side clearance. J.Rob

Heads were milled exactly .066" to make them full quench. J.Rob

This was dry mockup to check how things would fit. J.Rob

Valvetrain shot and you can see the 1.312" removed from carb pad on the intake. Everytime I shortened the carb pad-power went up. I will have to shorten it a further .500" and test. J.Rob

Final tests the night before we left before vs after. Advancing cam, changing oil pump, adding wooden log turtle in plenum. J.Rob

The engine and my buddy Joe at the JE pistons facility and me chillin with no less than Scott Koffel. Was it ever nice to meet him and hang with him. Also met Rick Gorski (Firecore) what a great guy and his enthusiasm was contagious. Scott has been bitten by the EMC bug and I believe Rick is stoked for next year as well. J.Rob

What would you have done different with the cam timing? Little more lift and little less duration?

Looks like you used early 5.7 heads? Did you do much porting?

My poor intake!!
Your killing me.

I anticipated the same engineering skill level we have all come to love from past events, and they did not disappoint.

Examples (in Muscle class):
302 - ENGINE BLOCK:
No deck height or gasket thickness restrictions

305 - CYLINDER HEADS:
Valve seat location in the chamber (offset to the OEM port CL) appears to be optional

311 - AIR FILTER: Heat shields or plates between the intake manifold and carburetor prohibited
How about OEM shields with part numbers? How about my own "base gasket"?

314 - INTAKE MANIFOLD: porting permitted
You can join manifold runner pairs, and hollow the entire interior into a giant box

318 - ROCKER ARMS: Must be commercially available
For what engine?

321 - OIL PAN/SCRAPER: Modification and/or alteration of the as-manufactured oil pan prohibited. Crank scrapers and/or windage trays permitted.
Kaase (and Smokey, who is watching this from his eternal rest) reads this as "all pan modifications must be attached to the 6" thick windage tray", etc.

There's more, but it just turns my stomach.

Why 2.02 and 1.575's was it a requirement?

No rules dictating it.
But my belief is and he can correct me on this. Is that you want the most power and tq from 3000 to 7000 rpm.
So you size your port, valve, everything to obtain that number from a certain CID.
As Jesse previously stated we missed the cid or port size or both.
This port was pulling well passed the 7000 rpm and still making power.
We have another block that is 370 cid.
Its a 3.795 stroke 5.7. May end up swapping the short block to see the results.

Any updates on this G3 ?