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Motor project is moving forward. This is the core block.
It cam from a B-body LT1 and has the desired 2-bolt mains. I
ground off all external casing flash for a smooth appearance.
No stroker clearancing is required, (I think).
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Here are the Pro-Gram Engineering billet splayed main caps and #1
and #5. The caps and ARP studs and the block are headed off to
my favorite local machine shop.
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I wanted to show a tiny detail (that adds up). Mahle pistons
are very weight concious. The wire locks are 2.2 grams
(instead of the 4 grams if using 4 spiro-lox).
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The Mahle piston wrist-pin (for natural and mild nitrous
applications) is short and light. (117g).
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The piston = 385.5g, the rings with support rail = 41g, the wire
locks = 2g, the pin = 117g and all total (shown here) = 545.5g
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With the Crower rod weighing 171g at the
small end and 415g at the big end, and adding 2g for oil, the target
bob-weight will be 1627g. That's about 100g lighter than
my 6.0" rod Mahle flat-top 355LT1.
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The Crankshaft has arrived. It is from Callies custom
shop. 3.626" stroke with 1.888" rod journals.
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Notice the material removed from the counterweights. Notice
there are not holes or heavy metal on the counterweights.
Notice the mains are all rifle drilled for lightening. As the
saying goes, "If you want to see the price tag then you cannot
afford it." (kidding).
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Photos of the Billet Fabrication oil pan for Corvette sitting on
my test block. Notice the power windage kick-out.
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Another view of the oil pan.
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Jeff Johnston at Billet Fabrication installs the oil level sensor
bung which I supply to him.
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This pan has stainless steel balls in the trap door.
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Another pose.
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Here is the small area for a starter. The one starter I know
fits is the super small and expensive Tilton XL.
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