[LiL Jack]

Originally Posted by 60man

After having Trans problem and changing vac pump pickup around I hit Mason Dixon for a few passes before hitting PA next week end. Fixed one problem made other worse.
If I can do consistent 1.2? 60's & slow oil problem I'll be happy.

Where are you pulling the vacuum pump from?

[60man]

Yeah. Vac pump oil mess. I know getting a lot more oil up top which is needed to cool springs,yada,yada.
I moved suction tube from top between 2&4 to the front of VC. With old location it filled tank every three passes. Now it over flows on single pass. Going to move location back to between 2&4 with same baffle but use a separator tank in suction line between VC & pump. Car launches straight and stable on top end. !! Nice handling car.

[p4msi1]

I had the same problem but in a street condition, about 10 miles of easy driving and the tank overflowed. The fittings were between 2-4 and 3-5 on VC's. I ended up moving them to the fronts and welding in baffle plates inside the VC, I also kept adjusting the Aerospace VP regulator till I got the results I wanted. Also, the more I drive it the better the ring seal is and thus less blow-by. I was starting to think my motor would never seal up but it taking some time for the rings to seat and now getting even less oil in the tank.

[Dave Polichena]

Originally Posted by 60man

Yeah. Vac pump oil mess. I know getting a lot more oil up top which is needed to cool springs,yada,yada.
I moved suction tube from top between 2&4 to the front of VC. With old location it filled tank every three passes. Now it over flows on single pass. Going to move location back to between 2&4 with same baffle but use a separator tank in suction line between VC & pump. Car launches straight and stable on top end. !! Nice handling car.

Did you fab the baffle inside the Valve Cover like I posted to your issue sometime ago?

[Chris Uratchko]

Originally Posted by 60man

Yeah. Vac pump oil mess. I know getting a lot more oil up top which is needed to cool springs,yada,yada.
I moved suction tube from top between 2&4 to the front of VC. With old location it filled tank every three passes. Now it over flows on single pass. Going to move location back to between 2&4 with same baffle but use a separator tank in suction line between VC & pump. Car launches straight and stable on top end. !! Nice handling car.

In my experience you have a vac leak somewhere in the system. On a well sealed up engine, I don't generally get anything in the breather tank.

But with a leak, such as an external leak, or an internal leak(ring seal), you develop a flow path and it picks up oil along the way, and out into the vac pump.

If the engine is sealed it's not as particular about baffling and source(valve cover works best)...

[455firebird1969]

I bought some cleaning solvent and rubber compound from a local go-cart racing business and treated my two and a half year old slicks about six times this week. Today was the first time I have had traction with this new motor. It has nine passes on it now, and I'm happy with the results. I told Jim (CVMS) I wanted two tenths when I dropped off a block, crank and Pistons a couple years ago. I've had the machined engine parts in my possession since early 2014, but it took me until recently to get it together and making passes. This is my best pass to date, 6.32 @ 108.MPH.

[aaronman]

60Man - Installed these on both my motors. No more issues w/ vacuum pump filling the puke tank. http://www.jegs.com/i/Moroso/710/85471/10002/-1

[Slick]

Originally Posted by aaronman

60Man - Installed these on both my motors. No more issues w/ vacuum pump filling the puke tank. http://www.jegs.com/i/Moroso/710/85471/10002/-1

Aaronman, I'm confused. Isn't the oil mist beneficial to the vacuum pump in terms of longevity? I can understand if using an emissions pump never intended for vacuum service with an oil mist, but for a dedicated pump, such as the Moroso versions, I thought the lubrication was a help.

Aren't you just moving the oil collection to the intake side of the pump as opposed to the puke tank? Or does this somehow reduce the volume collected?

Stuart

[firechickenman]

Originally Posted by 455firebird1969

I bought some cleaning solvent and rubber compound from a local go-cart racing business and treated my two and a half year old slicks about six times this week. Today was the first time I have had traction with this new motor. It has nine passes on it now, and I'm happy with the results. I told Jim (CVMS) I wanted two tenths when I dropped off a block, crank and Pistons a couple years ago. I've had the machined engine parts in my possession since early 2014, but it took me until recently to get it together and making passes. This is my best pass to date, 6.32 @ 108.MPH.

Nice! Details of the combo?

[455firebird1969]

Originally Posted by firechickenman

Nice! Details of the combo?

http://forums.maxperformanceinc.com/...p?albumid=1471

Stock 455 block with 2 bolt studded mains + .03 bore with Ross 4.18 pistons, offset ground 103 N crankshaft, Eagle rods using 2.2 big ends, moly top sealed power rings that don't need a vacuum pump. Comp Cams 300B-6 solid lifter camshaft. E-heads by Dave Wilcox, and a E-85 Holley 850 DP by Eric Niefert on a T2. My RamAir air cleaner was hitting the underside of the hood with a 1" spacer, so I took it to the belt sander and tapered it giving it a forward tilt. Now the open spacer is 1/2" in the front and 1" in the back. My PTC converter flashed to 4000 RPM behind my old 463 that ran a best of 6.41 @106 MPH. This new engine only has nine passes, and these recent passes are after being sidelined since the fall of 2012, so I'm a little rusty at the tree, but more seat time should cure that. I forgot to see where the converter is flashing to, Inspect its still near 4000 because it feels really tight.

[455firebird1969]

I have a freshly overhauled T-400, 390 gears on a spool, 9x30 Hoosier radial drag slicks and Cal-Tracs. I think the car weighed about 3400. Last winter I took some weight off of the front buy removing the heater core assembly, inner fenders, and a few other items. My alternator stopped charging, so I put another battery in the trunk to get through the race, so all the weight I took off the front went back into the trunk. I still haven't decided on which alternator to run? I want something that charges better than my old stock unit, and go back to running one battery.

[firechickenman]

Originally Posted by 455firebird1969

Stock 455 block with 2 bolt studded mains + .03 bore with Ross 4.18 pistons, offset ground 103 N crankshaft, Eagle rods using 2.2 big ends, moly top sealed power rings that don't need a vacuum pump. Comp Cams 300B-6 solid lifter camshaft. E-heads by Dave Wilcox, and a E-85 Holley 850 DP by Eric Niefert on a T2. My RamAir air cleaner was hitting the underside of the hood with a 1" spacer, so I took it to the belt sander and tapered it giving it a forward tilt. Now the open spacer is 1/2" in the front and 1" in the back. My PTC converter flashed to 4000 RPM behind my old 463 that ran a best of 6.41 @106 MPH. This new engine only has nine passes, and these recent passes are after being sidelined since the fall of 2012, so I'm a little rusty at the tree, but more seat time should cure that. I forgot to see where the converter is flashing to, Inspect its still near 4000 because it feels really tight.

Really good numbers for a pretty basic combo. Not a whole lot different than my combo...just a little more cam, probably little better head flow, and I'm guessing more compression. What RPM do you shift it at?

[455firebird1969]

Yeah, it's about 12.7/1 and I was shifting at 6000.

It has a nice little ethanol crackle at idle, I'm happy with it.

[twooldgoats]

I finally got some time slips of my own to post. I made two passes at SIR last night. The density altitude was over 6,000' and the starting line wasn't well prepped. It was a TNT night, with a very low turnout. First pass was 8.033 @ 170.41 and the second was 8.026 @ 170.97. My 60-foots were way off at 1.24 and I struggled to keep it straight the first 200' or so. After that, it straightened out and felt good the rest of the way. The good news is it felt fine at the top end without my air splitter, so I'll keep it the way it is. I like the "stock" look better.

Jim

[Mikes455Wagon]

Originally Posted by 455firebird1969

http://forums.maxperformanceinc.com/...p?albumid=1471

Stock 455 block with 2 bolt studded mains + .03 bore with Ross 4.18 pistons, offset ground 103 N crankshaft, Eagle rods using 2.2 big ends, moly top sealed power rings that don't need a vacuum pump. Comp Cams 300B-6 solid lifter camshaft. E-heads by Dave Wilcox, and a E-85 Holley 850 DP by Eric Niefert on a T2. My RamAir air cleaner was hitting the underside of the hood with a 1" spacer, so I took it to the belt sander and tapered it giving it a forward tilt. Now the open spacer is 1/2" in the front and 1" in the back. My PTC converter flashed to 4000 RPM behind my old 463 that ran a best of 6.41 @106 MPH. This new engine only has nine passes, and these recent passes are after being sidelined since the fall of 2012, so I'm a little rusty at the tree, but more seat time should cure that. I forgot to see where the converter is flashing to, Inspect its still near 4000 because it feels really tight.

Very Stout for a solid flat tappet combo! You should be pleased with that. Of course, if Jim and Dave did it, no worries. All you have to do is tell them your goals and they deliver. I enjoy doing business with CVMS and have no intentions of stopping anytime soon!

[johnta1]

BITCHIN!!!

[twooldgoats]

It may be hot out here this time of year, but we've got some nice sunsets.

Jim