ERE-388 #79

ERE 388 #79
Forced induction ERE388 with a custom Callies
Magnum crankshaft, (3.800" stroke), which gives the 388 ci.
The block has a 9.015" deck height and the 
custom Diamond pistons are at 1.115 compression height.
Callies Ultra I-beam connecting rods complete the rotating assembly.

Callies Ultra connecting rod: 6.0"

Diamond blower piston at -25.5cc

Gas ported and with severe duty wrist pins.

Callies is about one month away from having the crankshaft finished but I sent my weights onward to Justin (my Callies account rep).

H13 tool steel pin @ 173g

Calculated @ 1844g bob-weight.

November 3rd, 2017:  Still waiting for the custom crafted crankshaft (Callies).  Here is some block work while we wait.  The Cometic MLS head gasket does not match the LT1 block in the oil return (front left intake valley).  The black sharpie markes where I will grind.

Blurry photo but this is after grinding to allow for oil return.

Here is a grind area of the front left corner (for supercharger).

Block is pressure washed, cleaned with soap and sprayed with oil preserve.

This particular block was "chosen".  It is only slightly decked (the 9.015").  Not all cores allow for the deck to be flat and clean at only 9.015". 

Here is the result of the 4 day painting process.  I paint one side at a time so as not to have runs.

Still waiting on the Ai heads/cam and the crankshaft.

As soon as Callies finishes the custom crankshaft then we will have a shortblock.

The Callies Magnum crankshaft was finished and delivered last week.   Now it's time to assemble the short block while we wait for the Ai TFS heads.

Cam bearing installation.

Magnum crankshaft, (custom), with Big Block Chevy post.

Before doing the main cap bearing clearance I installed the rear main oil galley plug.
Main bearing oil clearance:

#1 = .0025"
#2 = .0024"
#3 = .0024"
#4 = .0027"
#5 = .0037"

All positions used standard size King MB557HP

Rod journal measures to 1.9995"

Before I placed the crankshaft into the block I measured one rod for bearing clearance. (was curious).  Came out to .0025" with the King CR 803HPN bearings and rod bolts at 80ft-lb with ARP lube as per the Ultra-Rods spec sheet.

Here I wanted to show a spot that should always be clean prior to installing the main cap.  Oil will migrate onto this surface, (or dirt).  Just prior to placing the cap on I blow it out with air.

Crank is in and all caps are torqued except for #5.  The feeler gauge thrust is .005"

Crank thrust is .006" with the rear main off and also with the rear main on and torqued.

Mocked up #1 piston/rod and thankfully it comes to zero deck-height.  This was planned many months ago but you never know what it will truly be.

No interference at the crank counterweight.

All rods measured for bearing clearance.  .0022" to .0025"

File fitting process:  Gap calculated for big psi boost.  I made the gap .024" top and .024" 2nd ring which is a bit tighter than convention.  Reason being is that the piston was specified to have the 1st ring land down and far away from the combustion chamber.

This is what a .024" gap looks like in my bore gauge.

This is what a .024" gap looks like in the actual bore.

This Goodson ring filing tool is the best investment I have ever made.

1st ring is Total Seal C-33 steel and the 2nd ring is a napier style oil scraper.  Both are 1.5mm

Here is a good look at the ring package and the sturdy "full-round" Diamond piston custom specified for high boost.

Here is a good look at the overly sturdy piston.  A stiff and sturdy piston is heavy but it makes more power than a light weight piston under boost.

-25.5cc dish.

The piston looks a bit proud in this photo but it is truly at zero and flush with the block deck.  The block is purposely only slightly decked to 9.015".  The piston compression height was ordered to be 1.115". With a 6.0" rod and 3.800" stroke that puts the piston at 9.015" and 388 cid.

While waiting for Ai to finish the heads and cam I have a few things I can pre-fit.  Here is the front oil galley area.  I have the oil weep plugs installed even though this engine will use an electric water pump.  I like the little bit of cooling that the weep holes give the timing set.

And here is the ATI hub for BBC nose.  I guess I ordered an Impala SS hub because this is too long.  I compared it too an Fbody hub to the right.  Good to catch that now.

Titan gerotor oil pump.  Test fit.

Titan supplies an oil pump mounting stud, (and a drive shaft not shown).  

Ellwein-Stef's oil pan with billet rails.  This pan has 6 features that are specified by me.  Delete internal windage, add oil level sensor bung, turbo oil return bung, fit for Titan pump, front notch for clearance, oil drain on driver's side.

Test fit for oil pump clearance good.

Test fit of the oil dip stick tube...good.

Now testing to make sure rotating assembly does not bump. (it usually does).  Bolted down snugly...

Very slight bump from this crankshaft counterweight.  That is the usual spot that needs clearancing.

AFR 227cc - LT4 heads have arrived.  These are fully CNC ported.   LT4 ...777 gasket shown here.

Nicely polished combustion chambers.  These are the competition heads with titanium retainers.  I did not measure the chamber cc yet.

The 777 gasket shows that the Ai ported LT4 intake manifold ports are smaller than the head ports.  That is a desirable situation.  It helps with reversion.

Here is another view of the Ai ported LT4 intake manifold.

A view of the AFR heads.

EFI Connection supplied the timing set and 24x reluctor.  The timing set comes with a big block Chevy crank sprocket to replace the SBC crank sprocket.  The 24x reluctor is shown to the bottom right.  It fits the BBC crank nose.

This is a Tony Mamo camshaft.  It's a billet core and a Comp Cams lobe 13034 and 13050 with 222/239 duration @ .050" and .563/.584" lift with 1.6 ratio rockers.

Camshaft installed at zero.

Degree checks that it is installed at 112 intake centerline as per the cam card.

EFI Connection 24x reluctor shown here and it is not at all close to rubbing on the timing chain.

Another view of the 24x reluctor.

Here are the camshaft numbers.

Timing cover test fit.  This shows the 24x reluctor is dead center of the crank sensor hole.

Rotated the crank a few times with the timing cover on and here the cam pin has interfered with the cover..

The cam pin is not all too far out but it still interferes.

Cleaned up the metal shavings and dust and pounded the cam pin in.

One more test fit and all is good.

EFI Connection timing cover.

Windage tray installed after trimming for oil dip stick and oil pump.

In my opinion the best pan for the LT1 F-body, B-body and Y-Body.

Head gasket is MLS from Cometic: .051" compression thickness, (10.7cc).

ARP head studs cleaned.  Then Right Stuff RTV applied to the threads that go into the water jacket...(all of them).

Lubed up the washers with ARP lube.

The valve springs are so wide that some head stud/nuts have very little clearance for a wrench socket.

65cc verified.  This gives 8.9:1 compression ratio.

Here is the oil drain return from the heads.  I relieved the block in that area so that the oil would not be blocked.

Custom ATI hub for BBC nose.

Close up, (not in focus).

LT4 intake set in place to act as dust cover and to pose for photo.

GMPP lifter guides.  Crower hydraulic lifters.

Here is a test with T&D shaft rockers while I wait for Crower to finish and ship.  The T&D requires a 7.000" pushrod.  Maybe the Crower will be the same.  

I wanted to show how large the valve spring is and that it barely clears the mock up T&D shaft rocker.  I put a set of stud mount Comp Cam rockers on and the ProMagnum rocker did not even come close to clearing.

Here is a good visual to show that the valves on this set of heads are not in the standard 23* SBC position.  The T&D rockers are set for standard heads.  The Crower set that is on order is built specifically for this head.

One last look at the camshaft prior to installing oil plugs.
Below is the oil pressure test.  The Titan oil pump is set for 65psig relief and that is what the drill presses it up to.

Crower shaft rockers are here.  These are for the 60/40 valve spit. (.060" intake / .040" exhaust).  The intake valve is moved more to the cylinder centerline and the exhaust valve is moved more toward the cylinder wall.

The photo to the left show the shim gauge.  It show that I need to add .100" shims under the shaft stands.  This photo shows that the rocker pairs line up quite nicely to the valve tips.

Just enough room for valve spring clearance.

These 7.350" pushrods are a tad too short.  I'll get a set of 7.450" on order.

The 3/8" diameter pushrods do have quite a bit of clearance with the heads.  Yippie!!!

Almost forgot to check for piston to valve clearance.  The camshaft is relativaly mild but the heads have the .060"/.040" valve offset and so it would be prudent to check.  Driver's side head off.

Solid roller lifters and zero lash.

Two full crankshaft rotations.

The camshaft and valves left hardly an impression...

This is about .300" intake and exhaust.  I hear that 0.100" is the safe minimum. 

36* before Top Dead Center.

Carb manifold on for dyno day.

Installing 7.450" long 3/8" diameter pushrods from Trend.

Prior to dyno day I double checked the top dead center mark and made a reference on the damper at 35*.  Dyno day Aug. 27th!!!

Burtonsville Performance Machine Service:
5210 Minnick Rd,  Laurel Maryland
This is Steve the dyno operator.

Bub the owner and Steve are methodical and meticulous.

I really like this total oil filter.  The main filter adapter is bypassed and all oil goes through this.  The screen is inspected after the ring seating session and also after the full pulls.  They say you usually find a lot of lint from shop rags.

They have run quite a few LT1 engines on their dyno.  They have an adapter  to allow the dyno water pump to take the place of the stock water pump.  The steam line is capped after it is bled of air.

The engine performed as expected.  Sounds great too.

And here is the tell-tale truth from the oil filter.  There is a bit of aluminum from the oil pan and some black RTV and a slight bit of metal grime from the block and or heads in general.  Bub and Steve said this is quite typical and really above average for cleanliness.  No shop rag lint but I was expecting low lint because I use coffee filters for final cleaning.

Swapping dyno intake manifold for Ai Ported LT4 mainifold.

Intake valley looks great after the dyno run.  Notice the LT1 intake gaskets.  These fit the dyno LT1 carb intake but they do not come close to matching the LT4 ports.

Swapped a new gear onto a core oil pump drive.

Here is a photo directly after taking off the oil pan.  The oil pan leaked during the dyno session.  The front and back 1/2 moon were leaking.  I did not install the oil pan with RTV knowing that I would pull that pan and inspect after the dyno.

Now a new gasket and RTV top and bottom.

You may be able to see the RTV.

Here we have the intake valley cleaned up and ready for the LT4 intake manifold.  GM....777 LT4 gasket.

 Ellwein Engines 2018