Dave Robsons Challenger R/T

Dave-R · Post by **Dave-R** » Sat Aug 07, 10 10:30 pm

Can they mill the pistons without removing them from the rods though?

Cannonball · Post by **Cannonball** » Sat Aug 07, 10 10:35 pm

I WOULD THINK THAT WOULD NOT BE A PROBLEM
,sorry for shouting,

Anonymous · Post by **Anonymous** » Sat Aug 07, 10 11:16 pm

Dave wrote:Can they mill the pistons without removing them from the rods though?

You wanna see Alan port an M1 intake while still bolted to the heads.

true

don't ask.

Pete · Post by **Pete** » Sat Aug 07, 10 11:49 pm

Something I did not think I would live to see - and with a cold chisel and lump hammer

Pure class

Anonymous · Post by **Anonymous** » Sun Aug 08, 10 9:32 am

Hi Dave and moparfolks!

This is a mopar head dilemma indeed!
Back to basics methinks?

All Mopar heads from the 906 onwards were classed as smog heads!
That is all open chamber style heads after the infamous 915 67 GTX.
In fact the 452 has the best flow numbers of all the smog heads!

So to the point, all modern Ali heads are variants of the early closed chamber heads like the 915, but with bigger ports etc.
Pretty obvoius stuff I know but the piston has the match the head, of course!
Flat-tops have been proved all over the Motorsport world to be the most efficient by far!
So, here's the bad news you've been waiting for Dave, the pistons have got to be machined and a re-balance is also necessary!!!

Yes there are open chamber Edelbrocks, BUT, they are NO GOOD!!!
Because of the compression issues you have already stated!!!

If we can run 11 to 1 on good pump gas with iron heads, then in theory we can run 12 to 1 with Ali???
Compression makes power, and low octane fuel is a waste of time!

Good 440's like 75/78cc Ali-heads with an almost zero deck, gasket thickness at 0.038/0.040

Run real high compression and bleed orf with a long duration cam, SIMPLES!!!

Bacca.

ps, Nitro dosen't burn it explodes/detonates!!!

AllKiller · Post by **AllKiller** » Sun Aug 08, 10 10:06 am

Dave wrote:Can they mill the pistons without removing them from the rods though?

Im sure they can, then get them rebalanced...

You need a rod, piston and rings assembled to do it properly

AllKiller · Post by **AllKiller** » Sun Aug 08, 10 10:07 am

Bacca said "Run real high compression and bleed orf with a long duration cam, SIMPLES"!!!

Thats what im doing...but still get stick

Pete · Post by **Pete** » Sun Aug 08, 10 10:39 am

That's what I did and it worked a treat - easier starting too!
However, fuel economy takes a real dive

Dave-R · Post by **Dave-R** » Sun Aug 08, 10 10:43 am

Well this car has always been about getting the most all-round performance from the existing package and major "numbers matching" components.

It has never been about just going as fast as possible or making the most power possible.

If they cannot find anything wrong with the head I will just try to seal the header bolts better (Steve's pipe thread tape sounds like something to try but I have a feeling I have tried that before without success)) and get the heads skimmed 15 thou to make up for the thicker composite gasket. Then try again with the thicker pushrods.

Pete · Post by **Pete** » Sun Aug 08, 10 11:00 am

I agree.
The ball-ache is if they find something amiss with the head.

Are yours 906's and are they heavily ported or just pocket ported and port-matched?

We will have to start looking for a replacement for you.

Should not be too hard as long as the head is sound as iron heads don't make that much money nowadays.......

Pete · Post by **Pete** » Sun Aug 08, 10 11:02 am

I still think silicon works well with header bolts...

Dave-R · Post by **Dave-R** » Sun Aug 08, 10 11:09 am

Pete wrote:I still think silicon works well with header bolts...

So do I. I don't think it was where the water was coming from.

latil · Post by **latil** » Sun Aug 08, 10 11:18 am

Porous cast iron on the ex port wall could be brazed....

Anonymous · Post by **Anonymous** » Sun Aug 08, 10 11:35 am

Hi Dave and All!

The only bolt holes that are open to the air is the end ones!

I have several pairs of 906's ported by the good and the great of the Moparworld!
Koffel(452's), Hauser and Rob Loreing to name a few!!!
They all have the same problems by and large!
You guessed it, they are all porous!!!

I believe the Rob Loreing heads to be unique and the only raised port 906's on the planet!!!

These heads were good for mid tens all day long, and were in the nines in a lighter car!

Next to those are the Koffels and ported to the MAX.
They leak like a seive and were good for ten dead on a 451-400block stroker motor.
The Hausers were also good for mid tens on a 440 with a tunnel-ram.

So thats the limit of the Iron head N/A in a 3000lb car!!!

Why spend any time or money on an iron head???
I would and have done it in the past, like alot of Moparfolks, but the more you port them the weaker they get, and then the leaks start!

Entry level ali head is a Stealth or Procomp.

There's no fun in running the same time year on year methinks?
There has to be a natural progression and the longer it takes to do it the better the fun. Building a Street-car that runs straight into the TENS leaves no place to GO!!!

Elevens are still a realistic time for a true street-car and this is where we all would like to be???
Everything else is a racecar and needs to be trailered for peace of mind!

Bacca, still dreaming of NINES!!!

Pete · Post by **Pete** » Sun Aug 08, 10 11:49 am

I agree, but Mopar stage VI's are all open to the air. Been there, done that.