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Discussion Starter · #1 ·
After looking for a 4.5 qt oil pan only to find there are none. I'm thinking about making my own 5 qt pan. I just feel the system needs more oil. It's that or remote oil filter and temp control cooler. Are there any oiling issues that we are aware of?
Also I got around to checking the difference between org pistons and the aftermarket ones. On top of that after CCing the heads it looks like 9.8 to 1 is as simple as cutting .010 from block surface. I'll confirm all this when the block comes back from boring. And the 318 / 5.2 rods are .062 wider than the 3.9 rods. Steve
 

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Discussion Starter · #2 ·
OK I lied I have even more questions. What do we know about these cranks? My book of lies says 2.124 to 2.125 rod journals. Measured all mine and no two the same none 2.124 and none 2.125. This is not all bad but all bearings are showing copper. Very likely dry starts or low oil. As for journals low 2.1242 and high 2.1248. I'd polish it but I can see shadows around the oil holes now. They will only get worse with a polish reducing surface area. If you look close it appears the cranks have rolled radius. This is something they came up with to improve crack resistance where the journal meets the cheek. The ones I have seen before grind out around .020 U/S grinding .010 should leave the rolled radius intact. This should satisfy my need for a uniform size and still have a improved shaft. Whats wrong with wanting it all? Steve
 

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If I understand, your rod journals are all within the 2.124/2.125 range; within .0006 of min to max.

That's not a problem for a production motor. (Yah, I'd blueprint closer if I were blueprinting one.)

RwP
 

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Discussion Starter · #4 ·
At this point it's nothing but time and money. As I type the 8 Scat con rods are spinning around to become V 6 rods. I have resisted ordering bearings until the crank was clean and checked. Today I stood beside a ThunderBolt 427. If you don't know it don't matter. Steve
 

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I remember the Thunderbolt 427s.

I'm old enough to remember them first hand, not just by reading articles on the Innarwebs! :p

RwP
 

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Discussion Starter · #6 ·
As we know there are differing opinions on KEG mods. I'm game to see if there is anything there to be had. I'm not 100 per cent behind the design. So far I have two hours milling machine time and a hour of cardboard templates. I suspect another hour more likely two of hand port work an both ends. Clean, clean, clean tack the plates in fill with foam seal with silicone and go back to work. I have some pictures. Steve
 

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Discussion Starter · #7 ·
As you suggested, if I were still working the counter at a machine shop I'd point out the sizes as measured and I'd let the customer decide as for a street std polish crank, hone block rebuild it would be fine. Only someone wanting the best result in spite of a few dollars would go this far. Once I find someone willing to receive text pictures and post them this story will become more interesting. Steve
 

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Discussion Starter · #8 ·
It looks like I'll receive the rocker pivots direct from MOPAR today the new intake and exhaust valves tomorrow from the left coast. All that is left is the drop ship piston rings from the factory. I'm sure issues of the last year is why there are so many shorts. Several of the performance items from Summit and Jegs have been drop ships. It's bad enough to be working on a unit that has almost no support then have issues getting rings and bearings. Steve
 

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Discussion Starter · #9 ·
Pop question for 10 points. What percentage of reciprocating weight is used in making bob weights for the 3.9 V6 Dodge? OK second question, The flywheel is quite heavy at around 38 lbs. Considering the low RPM expected the flywheel could be safely lightened a few lbs. Would removing those few lbs have a negative effect on smoothness? Steve
 

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Pop question for 10 points. What percentage of reciprocating weight is used in making bob weights for the 3.9 V6 Dodge? OK second question, The flywheel is quite heavy at around 38 lbs. Considering the low RPM expected the flywheel could be safely lightened a few lbs. Would removing those few lbs have a negative effect on smoothness? Steve
First question - I have NO idea; that's why I take engines to professionals to rebuild. :LOL: But I could find out if I wanted to, I'm sure.

Second question - Yes, it will. How negative will depend on how much weight you remove. Being lighter it will help the engine rev a bit easier, too.

RwP
 

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Discussion Starter · #11 ·
There you go, there is life here. The reason I ask is there are different schools of thought on balancing a split pin V6. Depending on degree of split and some other black magic as to percent. I have no idea how many V8s I balanced and always used the 50% rule. We never invested in bob weights for the V6 so it never came up for me. I have reduced the weight of the reciprocating mass which I want to benefit the balance.

Yes, I understand the relationship of removing weight to ability to rev. There is a formula weight reduced rotating mass equal to weight removed from load. Wondering if the weight is there for another reason. Think I'll leave it for now. Steve
 
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