[DeTomaso] Comments about engine build welcome

[Jason Eaton]

Chris & Ken.

My engine is a 30 over bore and a 4" stroke crank. The pistons had to be
custom which costs more but they were a 1.2" compression height. This is a
pretty small ring pack and needs a filler piece to go over the wrist pin for
the oil ring seat. However after 5 years of use and 4 open road races, many
track events, and street miles, the cylinder walls look really good and the
pistons are in good shape. Since I'm freshening up the motor now I will just
replace the rings, hone the cylinders and off we go.

The engine builder I used was Al Leist who built engines for NASCAR and NHRA
teams back in the day. He was in the Northern CA area but now is in
Placerville. He still builds engines. If you would like his contact info let
me know.


On Fri, Jan 9, 2009 at 9:24 AM, Ken Green <kenn_green at yahoo.com> wrote:

> Chris,
>
>    Have you had the cylinder wall thickness checked?  You may want to do
> that before going 30 over in a high performance build.  Jason Eaton has
> gotten a lot of hard use out of his 4 inch stroke Cleveland, it might be
> worth finding out what his rod length and ring pack was.  His engine builder
> seems to have done a very good job.
>
> Ken
>
> --- On Thu, 1/8/09, Christopher Kimball <chrisvkimball at msn.com> wrote:
>
> From: Christopher Kimball <chrisvkimball at msn.com>
> Subject: [DeTomaso] Comments about engine build welcome
> To: "Pantera List Serve" <detomaso at realbig.com>
> Date: Thursday, January 8, 2009, 10:31 PM
>
>
> Dear respective, respected forum members,
>
> I'm having a new
> engine built or my 1972 Pre-L and would like the forum's comments before I
> begin the process.  I'm looking for a strong performing and reliable street
> engine that will also be used 1 or 2 times a year at the
> track (at most).  I'd love to have 450 horsepower, too!
>
> To come up with a plan, I've been working with a very good friend and
> fellow Pantera owner, as well as the gentleman who will be building the
> engine.
> We've come up with what we think will work well, but would appreciate your
> input, too.
>
>
> My
> main questions are:
>
> 1)  Should I stay with the Edelbrock 2665 intake or
> would the 7564 RPM Air Gap be a better choice.  The builder thinks the Air
> Gap
> may be too tall and might not fit under the engine cover (although I have a
> cut-out already for a taller air cleaner) and that it may be more
> appropriate
> for racing than street use.
>
>
> 2)  The cam is meant for 351 cu-in.  How should the
> cam specs be changed to better work with the 408 cu-in
> displacement?
>
> Here's the proposal so far:
>
>
> Block: Used 351C iron
> block
> Stroker Kit: Scat 9000 series 408 cu-in with cast crank,
> forged I-beam rods
> & forged dished
> pistons.
> Bore & Stroke: 4.030" x 4.00"
> Suggested RPM
> Limit: 6000
> Harmonic Dampener: SFI
> approved steel Pioneer
> 872027
> Timing Set:  Pro Gear true roller.
> Rings: Moly.
> Oil Pump:  Melling M-84A standard volume
> Oil Pump Driveshaft:  Hardened aftermarket
> version
> Oil Pan:  Armodos' 8qt
> with trap doors, crank scraper, windage baffle, clearance for 4"
> stroke
> Rockers: Comp Cam Pro Magnum Chrome
> Moly 1.7
> Heads:
> Edelbrock aluminum.
> Compression Ratio: 10:1
> Intake manifold:
> Edelbrock Performer 2665  Dual
> Plane
> Cam & Lifter
> Kit: Comp Cams retro-fit
> CL32-431-8 hydraulic roller
>
> Cam Specs: 224int,224exh at .050 | 110 LSA | .566" lift
> at 1.7:1
> Roller Lifter Link Kit: 31-1000 Spider and lifter wrench
> set
> Ignition: MSD Ready-to-Run.
> Headers:  Mind Train
> Exhaust: ? (I'd like to find a Mind Train exhaust system to match the
> headers, but if that's not possible, what would be a good, alternate
> choice?)
>
> Clutch: Centerforce.
>
> Thanks for any help you can offer!
>
> Sincerely,
>
> Chris
> #3846
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