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İTMeyer, Inc. 2010.
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Engine Block
Click on any picture to enlarge
 
With any
machine work we always start with a cleaning process.
Blocks get baked in an oven at 700 degrees and blasted with
steel shot.
  
Next we
checked the block align bore for straightness and size.
This particular 400 block was fine as is, but the bore size was
on the high side of spec. The block was then checked for
height. Our block was only a few thousands above the
10.300" typical 400 height. After the block was
resurfaced, our height was now 10.290". The block was
then bore and honed to a .030 bore size.
  
The block
was then checked with a sonic tester to determine cylinder wall
thickness. This 400 after it was bore now had a wall
thickness of .1485". Connecting rods were
reconditioned using ARP rod bolts. Most of the time when
we machine any part, we want to deburr the edges. After
all block work was done the block is washed, install cam
bearings and frost plugs, painted and mounted on an engine
stand.
  
This
time, knowing the poor oil pressure the 400's have I ground the
crankshaft after installing the main bearings in the block and
measure for clearance. We were able to achieve a
.0012" +/- .0001" main bearing clearance by grinding
the crankshaft .0002-.0003 ABOVE the high side. Also to
help the oil pressure we drilled a single .093" hole in the cam
bearings and installed using the new holes.
  
Last item we did for the
oil pressure was to block the #1 main bearing feed hole. This is a
procedure we normally do with our racing small blocks. The
#1 main receive oil pressure from not only 1 hole, but 2. So by
blocking 1 hole this will help
conserve oil pressure for the other bearings. Now we would
open the hole that would feed the cam bearing to the same size
as #2-5 main bearing feed hole. This size should be 5/16"
and go about 1" deep to just intersect the main feed line.
Please if you have any questions about this feel free to call or
Email me about this. After
measuring the rod length, piston compression height and checking
the crank stroke, we were able to calculate how much material
needed to be removed from the piston the obtain our
"0" deck
height.
Next was
to cc the pistons to confirm valve relief volume ( stock piston
was 6-7cc's) Then we machined a dish to obtain our
compression ratio we wanted. (32cc was the total when all
machining was done). Since we are going to dyno the engine
we would have complete control of tuning, so we used upper 9:1
for our compression ratio. With the 302 Aussie heads and
the "0" deck pistons we should have great squish and
effiency.
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 Automotive
- import & domestic, High Performance, aluminum and
cast iron crack repair |
| Agricultural,
Industrial, Harley Davidsons, Small Engines |
 CNC
Machining & Lathe work |
| Drive
Shaft Repair & balancing |
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