Its all much the same apart from a lack of parts at reasonable prices.
these suffer the mopar "costs more" disease + 10-15%
they are an odd mix of 318 Poly era /318 LA era design
318/LA style block and heads Chevy style rockers on ball studs
and hairy string for seals
nothing from the slant fits.
i spotted a 318 build in one of the mags which looked nice, I read up on how they set up the 340s
and then came across the orginal race team/dealer (Road Track touring car) Race prep guide for the hemi 6 as issued to Chrysler race teams in Oz in 72.
i kinda took the bits i liked from each and combined that with what i know they did to produce the CHI alloy hemi 6 heads in regards to the valve size guides/boss and installed height.
then asked questions on here.
and came up with what i hope is a set of matched parts. which may well be a set of mis mtached parts onece we get it going...but at the mo. i'm happy in my ignorance.... 50:50 on whether ive built a hand genade in respect to CR. dynamic CR looks ok. but it might just ping itself to bits
The issue is it costs more to build a hemi 6 than a 318 which seams daft I know but there are a million 318s and about 50K hemi 6s.
small customer base
2.02 inlet valves. same size as edelbrock big block inlets valves, in stem and head size. nail head instead of standard tulip shaped to make a little more space in the port
1.6 exhaust and a cam to assist with that
pistons availble were either standard cast in 20 or 30 over or custom for £800-£1000 from SRP avialble in 40 or 60 thou and only through an Aussie supplier who "owns the design"
my block was virgin bore 3.91 seems daft to throw any of that away hence i didn't want either set of pistons. pointless paying 2 country's import duty on a US part, and my block honed out nice to 10 thou. The bore shape was good on all bores no ripples, worn bits, just a little corrosion from standing
so i got some jeep hyperutectic pistons that were too tall and had the crown profiled
they stick up in the middle 50 thou and i got a 40 thou cometic gasket made via group buy with some of the aussie chaps....most expensive gasket i've ever purchased
trouble is a jeep pin is fatter than the orginal mopar pin
i wanted fully floating pins but there was no space for the bush so the rods were reamed and the pins press fit.. this still leaves more small end than a chevy has but its thinner than i wanted. the rods are forged rods anyway and the aussies were quite good at getting the piston pin hole right in the middle of the small end.
the cams are ground on what is thought to be a chevy 6 cam blank as a hemi 6 cam. so i needed to get the correct oil pump and dizzy gears
The cam blank is thinner than the orginal to allow more lift without undue alteration of the lifter depth in the block but allow for the smaller base circle dimeter. but that causes more flex and vibration hence the need for much better balancer and the brace on the oil pump.
got a vented lighter steel flyhweel made up that takes a modern v8 ford falcon clutch
the rockers will be my current set of yella terra roller tip needle bearing stud mount which came off a ford windsor
the solid lifters are out of an AMC V8
the struggle now is to get it togrther and in for the NATS
if i do that in time i'll swap on the ford EDIS based programmable igntion which is a MegaJolt Lite Jnr.....
i built it in 2007 and it hasn't been touched since
also need to visit anton and get an exhaust sorted
and bolt up the new (old 2nd hand) close ratio R/T 4 speed sigle rail box
time is running out
i'll be happy if its got over 300 BHP and 300 FT/lb of torque and its done by 6500 RPM
i'll be very unhappy if i wipe the cam or spin a bearing
but i have another one in the garage if i grenade this one
its very easy to go slow when you don't want to actually start it
Dave
