ERE-383 #63

ERE 383 #63
Short block 383 with Callies crank and rods, 
Milodon Main caps.

Mahle 383 pistons for 6" rod.

Total weight with pin and rings = 588 g

Compstar 6" rods at 449/174g

King bearings @ 38g gives 1740g bob-weight

Milodon center 3 main caps and ARP/Milodon main studs.  Block headed for main cap shop.

Many weeks later the block is back from the main cap shop and the bore/hone/deck shop, (Advanced Automotive Machine in Waldorf Maryland).

Here is a typical view of the area I clearance for the crank/rod stroke.

Here is the main cap oil feed hole that is slightly massaged to allow the oil to flow into the King main bearing.

The Callies crankshaft.

Mains are a bit tight after the cap machining process.  With standard sized bearings they center 3 are at .0010" (close to stock size).  "X" size are on order and they should bring the mains out to .0020"

Pistons to bore clearance is .0040".

Ready for ring gap filing.

Top and 2nd ring at .020"

Rod bearing clearance at .0023 to .0024" with King HN bearings (mix of standard and .001")

Ok, now back to the main caps and main bearing clearance.  The .001" oversize set arrived.  I spoke with the machine shop that does the main cap installation and they said that they shoot for the low side of the spec.  That sounds reasonable.  The "x" bearing set will bring me to .002" which is NASCAR tight and good for keeping rod bearing oil pressure up.

Now installing a few choice rod/piston sets to make sure the block has been clearanced well enough.  Poor focus on this photo, sorry.  I have learned over the last few engine builds that I should not install the cam bearings until a full mock-up of crank/rods/pistons has happened.  If I need to grind more on the block then I'll need to remove the cam bearings if they were installed in order to get all the dirt out.

Piston is 0.012" in the hole

All rods/pistons installed and all clear the block (almost) well-enough.  I spent some time giving a bit more clearance and then re-washing the block.

Dura-Bond cam bearings installed.

Rod bolts at 75ft-lb

Advanced Induction camshaft

Threaded oil galleys

Cloyes timing set with new oil pump drive sprocket.

Timing set installed at "0"

Intake centerline at 105.5 deg. (as per cam card)

Ai (Advanced Induction) CNC ported heads.

0.026" thick gasket = 0.038" quench

Left side head torqued on with ARP head bolts.

Right side head.

Now the EFI Connection 24x reluctor

Cam reluctor

Billet aluminum timing cover

Melling 10552 oil pump.

the pump touches the rear main cap stud.

Dip stick fits mostly ok after trimming the tube shorter.

Comp roller rockers test fitted.  Pushrod length usually ends up being 7.2"  Here is the mockup. 

Manley pushrods ordered. MAN-25733-16, Chromoly Steel, Heat-Treated, 5/16 in. Diameter, 7.200 in. Length

Ai ported LT1 intake manifold test fit.  I usually have to widen the bolt holes to 9/16" wide.

With a little fine tuning with the drill bit for some holes.

A note on intake manifold thread sealant.  The bolts thread into the engine oil crankcase lifter valley and are not under vacuum or pressure.  So why is there thread sealant on the bolt threads?  The best reason is to minimize metal or other junk that can move from the threads and into the intake valley.  The thread sealant might catch potential metal shaving that can be made during the installation process.

Manley 5/16" pushrods, (7.200")

ISKY adjustable guides.

Still to-do: widen a few intake manifold bolt holes and spin the oil pump and test for pressure and lifter oil to the rockers.

Rear cam plug installed. (it's easier to install the rear plugs with the engine removed from the work stand).

Good oil pressure with a low speed battery powered drill.

All pushrods brought oil up to the rockers.

 Ellwein Engines 2015