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  1. #1
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    Default 365 cube circuit engine, including priority mains oiling

    This one belongs to a good mate of mine, I've been looking after his race motor for quite some time & the engine to follow shortly is it's latest & greatest incarnation, a labour of love from both me & the owner over a period of the last 6 months.
    The amount of labour hours we've both put into this thing is mind boggling, I don't really want to know.

    From the outset I'll happily admit that there are far better options of motors to start with, & even staying in the holden family the heads are not the best option. But building it different just wouldn't be 'right' - both me & the owner are on the same page, we both know there is more power to be had with different component selection, but this is how we wanted it - ie. an old school holden that'll give the bird to much more modern cars/engines worth a whole bunch more & do it without anything exotic, or even modern inside the engine, just an old school holden V8 built right with more time, knowledge & effort than $$.


    This is gonna be a long post - I'll break it up so I don't loose things.

    We'll start with a component list, then move on through machining processes etc:

    Starting point is a virgin bore blue 308 block, with minimal core shift & clean water jackets.
    ARP ford cleveland 1/2" main studs (holden are 7/16")
    Pavtech billet alloy mains girdle
    Auscrank stroker crank
    Eagle 6" honda journal H-beam rods
    SRP 1.06" pin height forged slugs
    JE pro seal rings, JE tool steel pins
    ACL race series bearings (holden main, Honda H22 rod)
    Durapro full circle .002" undersize cam bearings
    Powerbond billet steel balancer
    Old billet alloy flywheel
    Rollmaster timing kit with IWIS chain
    Custom owner built sump & pickup
    Heavily modified stock holden oil pump
    New OEM pump drive

    HQ heads (SFA core shift, clean water jackets, virgins)
    Ferrea 2.02 & 1.6" 6000 series valves
    Crane tool stell valve springs
    Crane cro-mo retainers & machined locks
    Crane teflon seals
    Yella terra bolt on adjustable roller rockers
    Crow single piece cro-mo pushrods
    Camtech flat tappet machanical cam
    Camtech 'cool face' mech lifters

    Torque power dual plane high rise intake
    Holley 750HP carb
    Crane HI6 ignition & LX92 coil
    Alloy rocker covers

    Toyota cressida smog pump used as a vac pump
    Moroso vac pump relief valve

    On to machining, starting with block prep, so this doesn't take forever to post I'll do the words first & add pics later.

    Block has been:
    Hot tanked
    Sonic tested to ensure the bores are thick enough
    1/2 grout filled
    Torque plate bored & honed
    Fitted with 1/2" cleveland main studs & line honed
    Relieved for rod clearance
    Deburred throughout & oil drainbacks ground out
    Milled for zero deck height

    Then the tricky stuff - priority mains oiling conversion.

    Holdens have a shit oiling system, the pickup in the sump is too small a diameter to start with, from there the oil is pumped up the front of the block to the 2 main oil galleries - which feed the lifters/overhead gear first, then feed the mains via grooves around the back of the cam bearings. This results in all the oil ending up in the rocker covers at high revs & nothing left in the sump, which results in spun rod bearings & rods out through the sides of the block. The oiling system is the biggest achillies heel of the holden V8 in circuit racing applications, the number of engine failures due to it would be beyond counting.
    But there is a cure, it is not a simple cure!

    We'll ignore the oil pickup to start with - that has it's own little section.

    First order of business is to fit a restrictor to significantly cut oil supply to the 2 original main galleries, from this point on all they will do is feed the lifters & overhead gear.
    This is done by tapping the block to take a 4mm restrictor which looks like a large carb jet, it goes between the main feed from the oil pump & the galleries at the front of the block in the valley:



    Now we have to block the drilling that feed the mains from the main galleries, done by tapping the drillings & fitting grub screws:





    Now the mains have no connection to the oiling system, time to hook them up.
    To feed the mains we drill straight down through the top of the cam tunnels in the valley into the grooves that feeds the mains, gut wrenching process with little room for error, holes are drilled to 6.5mm, then drilled & tapped for 1/8" bsp fittings.
    There is no acess to drill the rear cam journal to feed the rear main bearing, so we have to pinch a section of the RH oil gallery, a plug is fitted between the last lifter bore & the rear of the block, leaving a couple of inches of gallery with the original feed to the rear main still intact, then I drill through the top of the gallery near the lifter bore & tap to take a 1/8" bsp fitting:







    To provide an oil source to feed the mains the oil gallery boss at the front of the valley is drilled & tapped to take a 3/8" BSP fitting, the hole is drilled directly above the oil restrictor fitted earlier so that it gets it's feed straight from the main oil feed from the pump.
    From there we fabricate a 9/16" inside diameter feed pipe to a billet alloy machined distribution block mounted 2/3 of the way back in the valley, it is screwed to the top of an original oil gallery & the screw threads sealed with lotite.
    From the distribution block the individual oil feeds to each main bearing are made up using idustrial hydraulic fittings & mild steel thick wall pipe (stainless can crack with vibration), the front main bearing is fed from the original drilling from the main oil feed from the oil pump, it does not need to be touched:







    Last edited by Smitty2; 17-09-2017 at 07:00 PM.

  2. #2
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    Now, due to all this blocking & drilling etc the 2 original oil galleries are no longer joined, 1 has a feed & the other does not - they are originally joined through the back of cam bearing number 4, those holes are blocked.
    So, to join the galleries I drill (very ****ing carefully!) a hole fron the front cam bearing up into the front of the unfed oil gallery & then get out the die grinder & carve a groove to join the original cam bearing feed & the new hole - bingo, the unfed oil gallery is now fed by the groove above the front cam bearing:



    On to pickup & oil pump etc.

    The stock holden oil pickup is too small, has a nasty 120 deg turn as it enters the block & prevents a full length windage tray in the sump, the solution to all the shortcomings is to fabricate an external pickup which sticks out through the side of the sump & is connected to the oil pump by a large dia industrial hydraulic solid line to a fitting fitted into the side of the original oil pump on the suction side.
    The hole in the block from the original pickup is then drilled & tapped to take a 3/8 BSP blanking plug.
    I then do my usual oil pump prep, porting all the internal galleries, opening up a few sections etc etc & then fitting new gears, shafts, relief valve & spring, the relief valve spring is shimmed up .100" with a shim I spun up to increase oil pressure.

    The sump is a work of art, built by the owner (Jason for those that know him), it is fitted with 4 swinging gates in a box baffle arrangement with the pickup head in the middle. It now holds about 8.5L of oil.
    It also has some room made to clear the mains girdle & full length louvered windage tray.
    The windage tray bolts directly to the mains girdle & virtually seperates the rotating assembly from the sump.











    Last edited by TK383; 27-08-2010 at 11:36 AM.

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  4. #4
    Do you ever leave? cava454's Avatar
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    Very nice and in-depth thread. Can't wait for the rest!!! Looks like u having fun there tk

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    So that's the oiling system sorted & basic block machining done, time to move on to rotating assembly.

    The crank is the original Auscrank stroker crank from the last engine, it had small journal chev journals but had been hurt on a couple of rod journals, it was salvageable with .030" undersize rod bearings, but would have been on it's last life. Instead we opted to offset grind it down to honda journal size & gain .090" extra stroke & fresh stock honda size journals, leaving at least 2 regrinds for the future & taking stroke from 3.48" to 3.57" taking capaicty from 355 cubes with a .030" overbore to 365 cubes.
    Rods selected are 6" long eagle H-beam with honda journals for a SBC, pistons are shelf SRP's for a 3.85" stroke SBC with 6" rods, that left us with about .025" deck height to mill down for zero deck - worked out real well.
    The crank has been blueprint ground to give .0025" clearance on the mains & .022" on the rods.
    Crank work was done by Jim Gooch, THE man for crank mods.
    Balancing was done by Peter Michaels.
    Block machining (bore & hone, grout fill & line hone) was done by THR developments.
    Everything else I did myself in house.

    Now it's time to make some power, starting with the heads - the last engine was making around 440hp, the head were good, but not outstanding, so I made them so.
    In total they have swallowed around a week full time on the grinder, they are the best HQ heads I can do & the equal or better of any heads ported by anyone, they have everything I know about early holden V8 head in them.

    Valve sizes are 2.02" & 1.6" - the holden intake valve bowls & windows are not capable of being taken out large enough to see the full benefit of a 2.02" valve over a 1.94" valve, peak high lift flow is similar to the smaller valve, but there are gains to be had in the seat which produce higher mid lift flow & higher average port flow, which will show power gains that the peak flow numbers won't tell anything about. Utilising a 2.02" intake valve in an early holden head is tricky business, getting real close to the water jacket, shaping becomes critical & a false move will make for a sprinkler.

    Anyway, flow numbers & pics will tell the story better than words:

    Intake
    Lift - flow - HP potential
    .1 - 65.2
    .2 - 133.5
    .3 - 182.6 - 375
    .4 - 221.4 - 455
    .5 - 240.8 - 495
    .6 - 253.7 - 522
    .7 - 254.0 - 522


    Exhaust:
    Lift - flow
    .1 - 50.0
    .2 - 96.7
    .3 - 131.9
    .4 - 152.3
    .5 - 163.9
    .6 - 169.4
    .7 - 172.7

    Average in/ex ratio = 70%

    pics:




















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    Now a few assembly pics:


















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    Carb prep, all holley cast bodies have a lip at the casting parting line in the throats, right in line with the boosters, tidying this up helps flow, while I was there I blended the main body into the throttle plate.
    Thinning the throttle shafts, removing excess throttle blade screw & thinning the heads helps a lot too.
    All up this carb will now flow a bit over 800cfm (it's a 750HP), which the motor will need, the 750 as it stood was borderline small, now it'll be just right.









    Intake ported:








  10. #10
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    This engine is now in the car & running, but not tuned, originally it went on AED's engine dyno, but some chronic problems with ignition, followed by carb issues, followed by tired, out of time & cold meant that we got little more than the cam bedded, rings bedded & valve spring inners back in, no power runs & no tuning due to carb issues & ignition issues. They are all sorted now & it'll be tuned on Hienrich's chassis dyno next week.

  11. #11
    been here .......too long Smitty2's Avatar
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    nice details there TK
    look forward to more



    cupla questions ....who's head gaskets you use?
    and same...who's intake manifold gaskets you'd use?

    also was the cam out much?
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  12. #12
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    Nice TK - glad to see the post - great job.

    I look forward to hearing of the figures she puts out.

  13. #13
    White Knuckles Ride PeterD's Avatar
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    Nice work TK, what car is it going into and what sort of events will it be doing?
    Pedders Frankston - Simon http://www.pedders.com.au/
    Tyrepower Frankston - Chris http://www.tyrepower.com.au/
    4B Fabrications & Performance Tuning - Cam http://www.4bfabrications.com.au/
    360 Gearboxes & Diffs Bayswater - Jacqui http://www.360gearboxesdiffs.com.au

  14. #14
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    cupla questions ....who's head gaskets you use?
    and same...who's intake manifold gaskets you'd use?
    ACL race for both, decent gaskets.

    Bill - she's been a long time coming, glad it's finally done & I'm hanging for dyno time next week.

    Peter - LX hatch, mostly hillclimbs (entered in the lakes climb at Mt Gambier coming up soon) but some circuit stuff as well. I'm sure Jason will be in here shortly & will post some pics of the car etc.

  15. #15
    Part of the furniture phtwgn's Avatar
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    TK this is an aawwsome post/thread. love the attention to detail. will be waiting for the following tuning posts.


    Great job mate

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