Lykins Motorsports 438W Build

blykins · #1 (**permalink**) 06-15-2014, 04:13 PM

This build is getting ready to get underway. This one is for jhv48, a fellow Club Cobra member.

Picking up the block tomorrow, a Dart SHP, 9.500" deck, 4.125" bore. The crank is a Scat 4340 piece, 4.100" stroke. Rods are Scat I-beams, 6.200" length, and they are going to be pinned to a set of Diamond pistons.

We chose a set of the newer 220cc AFR Renegade heads with 58cc chambers. I've had them for several weeks and have already assembled them with Comp Cams springs and retainers. I'm an AFR and TFS fan, and I really like the parts that AFR sends with these heads: 8mm valves, adjustable guideplates, etc. All good stuff.

The cam is a Bullet hydraulic roller, 240/246 @ .050", 110/104, .624/.630 lift.

The intake manifold is an Edelbrock Performer RPM Air Gap, that's been "massaged."

Gratuitous assembled head shot...

ERA Chas · #2 (**permalink**) 06-15-2014, 04:31 PM

That cam is a near twin to mine in the 427 FE. Excellent for that size motor and a ton of breathing from 3500 up. My heads are 320 cfm; what are these rated Brent?

blykins · #3 (**permalink**) 06-15-2014, 04:42 PM

About that at .600".

ERA Chas · #4 (**permalink**) 06-15-2014, 06:52 PM

Yes-forgot to say-mine too.
58cc chambers, did you spec pistons for 10.8:1? I'm a little softer at 10.33
You planning a 950 on that modified Air Gap? I ran a lot of CFM at WOT and it worked. You'll have better velocity with 2.08's vs my 2.250's.
Bet you'll make 560+.

vatdevil · #5 (**permalink**) 06-16-2014, 02:35 AM

Why the Air Gap on such a large displacement?

blykins · #6 (**permalink**) 06-16-2014, 02:56 AM

Quote:

Originally Posted by ERA Chas

Yes-forgot to say-mine too.
58cc chambers, did you spec pistons for 10.8:1? I'm a little softer at 10.33
You planning a 950 on that modified Air Gap? I ran a lot of CFM at WOT and it worked. You'll have better velocity with 2.08's vs my 2.250's.
Bet you'll make 560+.

These are 2.100" intake valves. Engine is going to California, the land of bad pump gas, so SCR is more closer to 10:1. It's getting a Quick Fuel Q-850, which is more than adequate for an engine of this size. Jim has focused on streetability and manners.

It won't make 560+ on this dyno. I've done several of these with the hydraulic rollers and they're generally at around 525-550 depending on the cam and intake work.

vatdevil, the Air Gap is actually a very nice intake manifold, even for a big inch Windsor, especially when they have plenum and runner work on them.

blykins · #7 (**permalink**) 06-17-2014, 04:06 PM

Picked up block yesterday and knocked in the cam bearings. Started a little prep work today.

Here's an area that needs to be addressed on every Dart block I've used:

The counterweight on the crank will inevitably rub one of the oil passages going to the #4 main bearing and sometimes on #2 and #3. I usually slather the whole area with a Sharpie marker and I get a good witness mark. Then comes the die grinder...

More to follow...

blykins · #8 (**permalink**) 06-17-2014, 04:08 PM

BTW, the bearings look like they've been through battle because they are mock-up bearings that I use for..............mock up....

PLDRIVE · #9 (**permalink**) 06-19-2014, 09:26 AM

Brent what is the average runner flow on the Air Gap (Pre and post porting)?

blykins · #10 (**permalink**) 06-19-2014, 09:48 AM

Average? I think somewhere around the 250 mark out of the box, and around 310-320 ported.

jhv48 · #11 (**permalink**) 06-19-2014, 02:45 PM

Quote:

Originally Posted by blykins

Picked up block yesterday and knocked in the cam bearings. Started a little prep work today.

Here's an area that needs to be addressed on every Dart block I've used:

The counterweight on the crank will inevitably rub one of the oil passages going to the #4 main bearing and sometimes on #2 and #3. I usually slather the whole area with a Sharpie marker and I get a good witness mark. Then comes the die grinder...

More to follow...

So that was the clanking noise I heard on my previous engine.

Eventually went away!

blykins · #12 (**permalink**) 06-19-2014, 05:14 PM

Doesn't take much....hit the 3 center bulkheads with a die grinder...

Did a lot of checking...

Checked piston/cylinder clearance. Checked deck height on four corners.

Also did a little oil pump feed hole gasket matching...

Broke all the rods down from where I had checked rod bearing clearances, and I'm dropping the rotating assembly off tomorrow to be balanced.

PLDRIVE · #13 (**permalink**) 06-19-2014, 09:48 PM

Quote:

Originally Posted by blykins

Average? I think somewhere around the 250 mark out of the box, and around 310-320 ported.

Hum,,,,, I had always thought a victor Jr was the best option for a Big inch Windsor (Hyd street engine) but i can see with those flow numbers that I'm wrong. Thanks

MP

blykins · #14 (**permalink**) 06-20-2014, 04:23 AM

It just all comes down to what you're doing and how much money you want to spend out of the gate. A Victor Jr. would have better flow numbers out of the box, untouched. I've used them out of the box, with exception of milling the flanges and have got 550 hp out of these bigger Windsors.

The Super Victor will flow out of the box what the ported Performer RPM Air Gap will with port work.

From what I've seen the Air Gap will help lower rpm numbers and will provide Victor Jr numbers up top. I would attribute that to intake runner length and maybe some wave harmonics.

jhv48 · #15 (**permalink**) 06-20-2014, 05:59 AM

Is the oil hole in the cam bearing in the correct location relative to the block?

blykins · #16 (**permalink**) 06-20-2014, 06:04 AM

Yep.

These bearings are coated bearings from dart. They are grooved on the back and they have 3 holes on them. I make sure one feed hole is at 4:00 and let the other two fall at other clocked positions. Kind of a crazy bearing design and if you talk to some of the durabond guys, they will tell you that they are not sure why they did that.

ERA Chas · #17 (**permalink**) 06-20-2014, 11:14 AM

Quote:

Originally Posted by blykins

Kind of a crazy bearing design and if you talk to some of the durabond guys, they will tell you that they are not sure why they did that.

Do you speak to Chuck?

Varmit · #18 (**permalink**) 06-20-2014, 11:24 AM

Jim
Cannot wait to hear this bad boy, we were all at Encinitas last night, now know why you were not there!!

jhv48 · #19 (**permalink**) 06-20-2014, 11:37 AM

I was there too. Saw you and the rest of the cobras at the car wash site but you were pretty involved in a story and the wife was starving so we hustled by heading to the beachside grill.
Didn't bring the car because I'm getting tired of all the bikes and strollers weaving in and out. I just got it back from the body shop after some careless &@&8@$:! Backed into my nose while talking on her phone. So I'm going to be a little paranoid for a few weeks. The Roush is running stronger than ever since the last rebuild. Figures, I order a new engine and then get this one all sorted out. Maybe I'll keep it as a backup! Should look nice on the coffee table.

blykins · #20 (**permalink**) 06-20-2014, 11:58 AM

Quote:

Originally Posted by ERA Chas

Do you speak to Chuck?

Couldn't tell you. I've been using these Dart blocks for years and have always knocked the cam bearings in the same way.

Normally you want the oil feed at the 4:00 location. That's an SAE standard for where you want the oil wedge to support the camshaft in the journal. With the bearing being grooved on the back, the oil will travel around the bearing and will oil wherever there's a hole. Not sure why they put 3 holes in the bearing, but in addition to the 4:00 position, it will oil in 2 more spots.