Those 572-13 exhaust ports look much bigger than 440-1.
What size are yours ?

Thanks Dwayne! I sure hope it does!

Jim, my header flanges are for the 572-13 heads, and gaskets will be fit to the ports if need be.

Yes Jim i decided to go with the center weighted crank and less stroke. My main thought was the weight of the 580 rotating assembly. I hope the CW crank will produce less bore distortion and provide better ring seal as a result. The thought just crossed my mind, how many new v8 performance motors have center weighted cranks? I bet almost all.

Greg glad to see you are back at it and getting close..

As for CCW cranks look at any professional race engine in any racing series From F1 to WOO to Trophy Truck and you will find them in every engine. You main bearings and caps will thank you...

I have notes on several intake port sizes, but not much on exhaust ports. Some port jobs will be a little different, too. I was going to compare your finished exhaust port dimensions (572-13 CNC 385) to what the guy put on my B1 heads.

Thanks Al. Once i quit overthinking it, the cw crank was the only choice. Your comments carried a lot of weight. On top of it being easier on bearings and crank, i assume it is much better for an aluminum motor.

Jim, 572-13, 1.90 wide, 1.60 tall.

The rest is easy, right? Well. Not quite. The Jesel belt drive spaced out the crank trigger pickup bracket. No oroblem. Make a spacer, done. BUT the injection pump is now interfering with the extra oil line for the dual pickup system. And i have no idea why the 255 mm belt that drives it is now too tight.
That port in the block right by the 2nd line i believe is for use with that line? Anyone know what fitting goes with that port? It isn't pipe thread. Uses an O ring and straight threads. I ordered a fitting to extend out farther from the pump so maybe the 2nd oil line can then fit in front of the fuel pump to tank line .
Trouble is, that fitting won't get hear till January. So , i plan on capping the 2nd line if i have to to get this thing on the dyno.

FWIW Ihave never run a dual line just singles for me. Current engines are both -16 singles except the blue car which is a single -12

It is AN-12 straight thread O-ring. This is my labeled block hardware for the BMP aluminum block.

[quote=gregsdart]The rest is easy, right? Well. Not quite. The Jesel belt drive spaced out the crank trigger pickup bracket. No problem. Make a spacer, done. BUT the injection pump is now interfering with the extra oil line for the dual pickup system. And i have no idea why the 255 mm belt that drives it is now too tight [quote]

This year while working at a race engine shop I have installed 5 Blower Shop "baby blowers" on big BBC engines, all over 600 ci. Some were iron blocks, some alum, all were after market. Each one was just a little different. The blowers and related parts (pulleys, brackets, ect.) were mostly bolt on, but when it came to vacuum pumps, fuel pumps, water pumps, crank triggers and plumbing for each, that was a different song. And, with most of them going into dragster chassis, I had to be mindful of the radiator clearance up front.
Easy, bolt on. Yeah, right!

Brian

i didn't think there was such a thing as a "bolt on part".

Only on the assembly line, most of the time

https://photos.app.goo.gl/4tCuwodqqSj7joLbA
A little massaging on the fuelpump bracket got me what i needed for clearance for belt tension. I was able to run the second line under the oil pump body, allowing room for my injection pump. Luckily i didn't tear much hair out in frustration😊 i don't want to lose any more! So now i am very close. Bolt the waterpump and hoses on, put a lifting plate on the intake manifold, install the rear cam plug. Wait for R&R to open monday to get a dyno time!

Good work. Saved from using more AN-12 hose.

Dyno day is jan4, 8am to? I am starting a thread on what hp will it make?