Discussion
Why start with a 350?
A 400 modified could take you up to 427CI.
There's no substitute for cubic inches.
Have you any engine build books yet?
Mack suggested to me
'John Lingenfelter on modifying small block chevy engines' ISBN 1-55788-238-X.
A good book if you are 'assembleing' an engine i.e. buying the tuning bits and putting them together but does not cover gas flowing heads etc.
And
'David Vizard How to build max performance Chevy small blocks on a budget' ISBN 1-884089-34-8.
Splendid book if you are going to dive in and start hacking metal off everywhere. Also has section on NOS.
I have ordered a more basic Vizard book because both the above assume you know what everything looks like and where it goes.
Steve
A 400 modified could take you up to 427CI.
There's no substitute for cubic inches.
Have you any engine build books yet?
Mack suggested to me
'John Lingenfelter on modifying small block chevy engines' ISBN 1-55788-238-X.
A good book if you are 'assembleing' an engine i.e. buying the tuning bits and putting them together but does not cover gas flowing heads etc.
And
'David Vizard How to build max performance Chevy small blocks on a budget' ISBN 1-884089-34-8.
Splendid book if you are going to dive in and start hacking metal off everywhere. Also has section on NOS.
I have ordered a more basic Vizard book because both the above assume you know what everything looks like and where it goes.
Steve
Steve, i need 350 only because i am to go to twin turbo set up and high engine rpm. Therefore i do not want, or need to go further than 350ci. The design work has been done by a couple of guys at work who are engine designers (not my field) so i am entrusting them to have done the calcs correctly 
The only area of unknown is the pipe work for the intercoolers as i still have no body work as yet and i will need to get onto a car to measure the clearance from the top of the turbo,s to the engine cover and to get the correct pipe work route. I am going to use water cooled intercoolers as they will need less large diameter pipe work thus less lag. The system is useing a self contained rad and header instead of using engine coolant (as per Jaguar superchaged V8) very similar to the Ford RS Focus design (i was one of the designers on the RS team) so i have taken it a stage further and used it for twin turbo. I have taken the design as far as i can untill i can get onto a finished car to check these measurements as mine wont be complete untill 2004 and body work is the last on my list to get.
The only area of unknown is the pipe work for the intercoolers as i still have no body work as yet and i will need to get onto a car to measure the clearance from the top of the turbo,s to the engine cover and to get the correct pipe work route. I am going to use water cooled intercoolers as they will need less large diameter pipe work thus less lag. The system is useing a self contained rad and header instead of using engine coolant (as per Jaguar superchaged V8) very similar to the Ford RS Focus design (i was one of the designers on the RS team) so i have taken it a stage further and used it for twin turbo. I have taken the design as far as i can untill i can get onto a finished car to check these measurements as mine wont be complete untill 2004 and body work is the last on my list to get.
Animal,
You'll want to get the bodywork fitted before you drop the engine into your Ultima. The way that they go together, the engine will only get in the way while you're fitting the shell, and the engine compartment is laid out such that you can just drop the engine onto its mounts after everything else is in there.
James
You'll want to get the bodywork fitted before you drop the engine into your Ultima. The way that they go together, the engine will only get in the way while you're fitting the shell, and the engine compartment is laid out such that you can just drop the engine onto its mounts after everything else is in there.
James
Oh BTW i got a block sorted, a nice new 1972 still in its crate with rods, pistons and crank (short block) courtesy of our friends from the USAF via a military auction.
Any one want spare bits, im dumping everything but the base block.....free for those who collect. Nothing special just the standard pistons, rods-n-crank
Any one want spare bits, im dumping everything but the base block.....free for those who collect. Nothing special just the standard pistons, rods-n-crank
UltimaAnimal said: Andy, im in Northamptonshire
Not that far from me then as I am in Anglia.
I must admit I am very interested in your current thoughts on your engine, whats the CR? what heads and headers are you using? also what engine managment? I had haggled with the idea of using the Cossie 8 injector system. (Probably wont work though).
With the 72 block and a decent managment I can see huge potential in your engine.
Comp ratio is 8.5-1
Heads are AFR 210 1105 CNC racing with 2.080 and 1.600 valves, I will get the heads/block machined for "o" rings as they tend to move a lot on hot engines. After talking to Brodix and AFR, it seems this arrangement works well with forced induction up to 22psi boost (i will run at 13psi most of the time)
Headers should be the stainless standards from the factory but modified where the muffler joins the header with a welded flange to suit the turbo housing.
Engine management is to be Motec M48 pro with ADL.
Seperate coils (1 per cyl) and get shot of the distributor as the boost could theoretically blow out the spark according to Fraser at Motec, so i have 8 Bosch coils from a supercharged Jaguar engine.
6" rods give better rotational mass.
JE Pistons (with modded pockets to suit valve lift)
Lunati crank to suit new 6" rods.
The reason for doing this design myself is that
1/ An ASE engine that gives 550+ horse has a huge supercharger (a lot of weight and bulk high up)
2/ Is darn expensive
3/ Its gonna be fun fabricating all that shit
4/ very satisfying to be a one off (so far)...i might do a few more engines if it proves successfull.
The Cossie 8 injector from the RS500 wont work in an 8 cyl as it fires in pairs and not 8 sequential
Heads are AFR 210 1105 CNC racing with 2.080 and 1.600 valves, I will get the heads/block machined for "o" rings as they tend to move a lot on hot engines. After talking to Brodix and AFR, it seems this arrangement works well with forced induction up to 22psi boost (i will run at 13psi most of the time)
Headers should be the stainless standards from the factory but modified where the muffler joins the header with a welded flange to suit the turbo housing.
Engine management is to be Motec M48 pro with ADL.
Seperate coils (1 per cyl) and get shot of the distributor as the boost could theoretically blow out the spark according to Fraser at Motec, so i have 8 Bosch coils from a supercharged Jaguar engine.
6" rods give better rotational mass.
JE Pistons (with modded pockets to suit valve lift)
Lunati crank to suit new 6" rods.
The reason for doing this design myself is that
1/ An ASE engine that gives 550+ horse has a huge supercharger (a lot of weight and bulk high up)
2/ Is darn expensive
3/ Its gonna be fun fabricating all that shit
4/ very satisfying to be a one off (so far)...i might do a few more engines if it proves successfull.
The Cossie 8 injector from the RS500 wont work in an 8 cyl as it fires in pairs and not 8 sequential
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