[gtofreek]

I balanced the crank to the new pistons. Here is the setup screen on the balancer machine. We turn the tolerance, and compensation off. This lets us see exactly how far off the crank is. With the tolerance set to a particular weight, lets say 5 grams, when you get the crank within 5 grams, it will read zero. We don't like that. If it reads zero, I want the crank to be zero, not within 5 grams!



This is how much it was off on the initial spin. I would have expected a previously balanced crank to be closer than 15 grams from end to end. That's not very well balanced. I don't expect it to be right in balance since the piston weight has changed, but from end to end, it should have been closer.



After the initial correction, it came out 8.9 grams front, and 5.2 grams rear, on the second spin.



Finally, it came out .3 grams front, and .4 grams rear.



I just had to drill some more in existing holes.



Then I dial it in close with a Scotchbrite pad on an angle grinder. Then I deburr the holes and hit them one more time lightly to remove the burr the de-burr tool leaves. This also polishes up any grinding marks that may have been present from heavier removal.



Crank with bobweights attached. I already removed the bobweight from #4 journal before I thought to get a picture.

[gtofreek]

Here are the Auto-Tec 4032 pistons were ordered for it. IIRC, they setup at .0035" clearance. The 4032 material has a lower expansion coefficient than the slightly stronger 2618 material, which requires .0045"-.005" clearance.







Checking the piston for pin clearance. Shooting for .001" clearance, and IIRC, that's exactly what these had.

[gtofreek]

Here's the cheeks of the rods. Before I hone big ends, I de-burr the sides on the granite slab with some sandpaper, and WD-40.









All done.



These rods were small and out of round. I took video of it that I still need to post to Youtube. So when I do, I'll post a link.

The small end also only had .00025"-.0003" clearance. Not enough! I had to hone them to .001".

[gtofreek]

Here is a nasty flashing left behind by the original machining of this main cap.





It was flush, so I peeled it out so it could be seen better.



So I broke it off, and ground it flush with a carbide burr.

[wheneaglesfly]

Your Way Better than most on the Corvette Forums GTOFreek.
I am glad went I back.to PONTIAC V8 POWER IN 2016.

[Old Man Taylor]

Awesome work Paul!

[gtofreek]

Here are the Edelbrock D-port heads going on it. They have been ported to 320 CFM or so.



Valves weren't sealing very good anymore.





These heads were run with some nitrous for a bit. It really distorted the valves and the head deck surface. I have a video of the valves, but haven't downloaded it yet either, so I will post a link when I do.

If you look closely at this valve, you can see where it cleaned in 2 spots 180° apart, and didn't clean in 2 spots. They were not bent, but warped.





The first light pass just cleaned a couple spots at each end.





The next .004" pass revealed the center of the head being heat distorted where the exhaust heat is concentrated.







This is a good shot. It shows the raised area on the inside of the dowel pin. This is caused from the head being installed on an iron block. When the engine gets heated up, the head grow more than the block, which in turn, pushes on the dowel pin forcing a bulge in the aluminum. This expansion has actually been known to sheer the dowel pins in NASCAR engines that run at higher than normal temps. Because of it, they started slotting the dowel pin holes so the heads could grow without binding.



Here's the heads all finished up.

[gtofreek]

Originally Posted by Old Man Taylor

Awesome work Paul!

Thank you OMT! That means a lot to me coming from you.

[gtofreek]

Originally Posted by wheneaglesfly

Your Way Better than most on the Corvette Forums GTOFreek.
I am glad went I back.to PONTIAC V8 POWER IN 2016.

Thanks! Glad you made the switch!

[wheneaglesfly]

Very Educating .
Thank You GTOFreak.
Goodnight.

[gtofreek]

Started building it today. Gapping the file to fit rings here. Gapped them to .021" top, and .024" second. Oil rings had .016"



One end of the gap had these small bumps on the outer edge. They would prevent the rings from butting together flush. I had to square up both sides of these rings to avoid getting a false reading on the gap. I lightly filed the bump so you can see it clearly.



We use a ring filer to accomplish this.



Here is the final gap of .021".

[wheneaglesfly]

Originally Posted by gtofreek

Thanks! Glad you made the switch!

I still have my Corvette.
I am considering installing one of my Pontiac 455's.
I like Chevy also.

BUT I AM A PONTIAC GUY AT HEART.

Vette World has been turned upside down by those Dodge Hellcats.
Doom & Gloom.

I did the Money Math $$$$.
Pontiac V8 WINS.
455 PONCHO !

[gtofreek]

Originally Posted by wheneaglesfly

Very Educating .
Thank You GTOFreak.
Goodnight.

I'm signing off too! Goodnight all.

[gtofreek]

Originally Posted by wheneaglesfly

I still have my Corvette.
I am considering installing one of my Pontiac 455's.
I like Chevy also.

BUT I AM A PONTIAC GUY AT HEART.

Vette World has been turned upside down by those Dodge Hellcats.
Doom & Gloom.

I did the Money Math $$$$.
Pontiac V8 WINS.
455 PONCHO !

We just developed some ports of the Hellcat heads. Then had them digitized and CNC ported. They flowed 376/262 when finished. Ports were not significantly bigger than stock. Maybe a couple cc's is all. We improved them by about 30 cfm on the intake, and 35-40 on the exhaust. They flow a lot of air in stock form, and can make some power. These were going on a twin turbo setup in Dubai[spellcheck].

[68azbird]

It's come along way. But even from the pictures people can't even grasp what an abortion it really was from the start.
I still wonder what the butchers used as block filler

[wheneaglesfly]

Originally Posted by gtofreek

We just developed some ports of the Hellcat heads. Then had them digitized and CNC ported. They flowed 376/262 when finished. Ports were not significantly bigger than stock. Maybe a couple cc's is all. We improved them by about 30 cfm on the intake, and 35-40 on the exhaust. They flow a lot of air in stock form, and can make some power. These were going on a twin turbo setup in Dubai[spellcheck].

Thanks for the Info.

The Supercharger on Hellcats is Key also.
Superior to anything GM Has yet.
Its almost Identical to whats used on AMG's. Benz.

[wheneaglesfly]

Its another Topic but 100-200 inches of water depression is what an actual running sees.
28 inches of water depression tests of course the standard set by Smokey Yunick.

[JSPONT]

WOW Paul your attention to detain is awesome. Was that a new block or used?

[gtofreek]

No, it was well used up when it came in!

[firechickenman]

Great work, write-up and pics Paul! Thanks for posting. If I ever go to an aftermarket block, I'd like to go with aluminum for the weight loss.