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Originally posted by markemark:

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Originally posted by B KING: I put a lot of runs on my engines before a refresh.

Can you put a number to this?

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Originally posted by B KING:

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Originally posted by BG7X77:

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Originally posted by B KING:
Our work horse 434 sbc has 1,100 + runs & hasn't been out of the car since 2008. It gets new valve springs & lifters every 2 years. Other than that it gets the usual quality maintenance. The motor only makes 630 hp & we shift 6,000-6,600 depending on configuration. It goes thru the traps between 7,000-7,500. It runs on 100 octane pump gas, C12 or welfare fuel. It all depends on our mood.

The motor is getting ready to come out in the next month or two. I'm curious how it will look. It will be totally refreshed/reconfigured for around 1,000 hp.

That is fantastic. I read that as a good maintenance program and a bottom end can really last.

Good luck on the upgrade!! Would love to hear the details on the 1000hp configuration. Hair dryers? Dental gas? What's the plan.

The motor has all the overkill good parts for only 630hp, like 3/8" pushrods & T&D rocker shafts to name a few.

The plan is one of them belt driven hair dryers (ProCharger). I talked a little bit about it in the Updating Our Racing Program thread. I plan on more information when I pull the motor & trans for upgrades soon.

This was our NA 434 sbc engine, it was a sponsored piece. When I took it out in 2021 to freshen & build for the ProCharger; I named it overkill. The motor was built by one of the best unknown machinists in the country.

For the ProCharger build: We used the heads with only new valve springs & seals. The block was bored & honed to make a 436 & new lower compression pistons/rings. We used the rods (new bolts) & crank with new bearings/balance. The camshaft was change for the supercharger. We ran these well-seasoned hard parts in the engine for 200+ runs learning the boosted side of things & EFI. I had forgotten we put in some very heavy think wall piston pins & upgraded our exhaust side 3/8 pushrods to heavy wall. The intake pushrods are still the original 3/8 when the motor was 1st built.

We then pull the motor to replace the rods due to pressing our luck on duty cycles. We decided to upgrade the crank to a billet with a BBC crank post. We replaced the valves with Brodix original equipment. We also put in a Shaver-Wesmar gear drive, heavy duty piece from sprint car racing. This re-iteration of new parts was built to hopefully go 400-500 runs & we have around 100 passes now. It was probably built for 25 - 30 lbs. of boost. I'm only peaking at 16 lbs.

The original NA motor ran 9.80 - 9.90 all out on 11:1 compression & 100 UL pump gas. We slowed it to low 10s.

I'm sure I forgot some details, but I think I covered the major parts. It's tough getting old!

2BKING

^^^^^ Going that many runs on a NA engine is excellent imho. Do you think you could have continued if not going procharger?

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Originally posted by markemark:
^^^^^ Going that many runs on a NA engine is excellent imho. Do you think you could have continued if not going procharger?

It was still going strong! The only thing we really found in teardown was a loose timing chain. Hence the reason for changing to a gear drive; the 1st re-do for the supercharger build it got a cheap Pete Jackson style gear drive I didn't know about. The last re-do it got the good Shaver-Wesmar gear drive that I requested.

I don't push or run my stuff hard & I'm doing the same with this supercharged combo. It's bracket racing & a good many racers forget that & search for that last hundredth or tenth. I have plenty of tenths left on the table. I'm getting rid of ET & MPH as it is; more or quicker/faster isn't always good in bracket racing.

Example: I'm the 2nd quickest in our Pro Class to a dragster & we're within 1-2 mph in the traps; it's an easy judgement call finish line driving him. As for the rest of the class. I have too much mph to efficiently make a finish line call; that's why I hold & get rid of MPH. Luke Bogacki talks about this & if I remember right, he likes to have around a 15-mph advantage when chasing a slower car.

2BKING

This message has been edited. Last edited by: B KING,

I have an M55 stock pump with a nice welded on Moroso pick up. Is the lower housing interchangeable with the shark tooth pump?

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Originally posted by Little Chief:
I have an M55 stock pump with a nice welded on Moroso pick up. Is the lower housing interchangeable with the shark tooth pump?

Go HERE https://melling.com/contact/ and submit your question to Melling Tech. They’ll answer same day.

FWIW, do NOT use a M55 in a performance engine. I broke one back in 2021 right under the main bolt head. The current casting is much weaker than the ones that Melling sold back in the 80s/90s. There is supposed to be a note in the M55 box about not being used in a high performance engine.

I switched to the shark tooth with the current engine.

Mark, we talk a lot at the races and you know my theory on engines, about like yours, no reason they can't go 1000 runs and still be in great shape. My oil pressure is pretty stable. I use the Melling hi-Volume Shark Tooth, yellow low-pressure spring installed 1000 runs ago. I will not do a burnout until the engine has sat for 30-45 minutes after being brought to 180-190. (no oil temp gauge) but it goes to about 70-ish on burnout, idles at 40-45 and during the run at the 1/8th it's usually showing 58-63, depends a little on air temp as to how much it cooled off between runs. Bearings were perfect, cylinders showed normal wear & scuffing, for alky IMO, but a light hone and it is now back together as a spare. Hoping the new 434" can go 700+ runs before it needs a look. At 6400 RPM it shouldn't be eating itself up.
See ya in May!
Jok

Jok