I'm not sure what I like more the fact that that SB2 won't idle or the fact something lets loose at the end of the run and the whole room gets smoked out. That's all Bowtie there
Now in NASCAR when you crash your primary car you go to the back of the pack with your backup.
I think Chris will step in for DG to defend the Bowtie honor with his build. At least it should run someday.
Quote:
Originally Posted by chr2002ca
Shortblock part numbers, specs, and labor for those who like details:
GM ZL1 Block - new version of block from GM, 12370850
Pistons - 4.280 bore - SRP Forged, 26cc dome, 212142-8
Callies Compstar Crank - 4.250 stroke, internal balance, 2-piece seal, 2.2" rod journ, BBP425-CS
Callies H-beam Rods - 6.385 inch length, H-beam, ARP 2000 fasteners included, CSB6385ES3B9AH
Piston Rings - JE, Plasma-moly, 4.280 in. Bore, 1/16 in. 1/16 in., 3/16 in, S100S8-42805
Cam - Gen VI step-nose custom grind, billet steel core with cast gear, Comp Cams custom
Timing Chain Set - Comp Cams double roller, billet, key adjustable, Gen VI, 7101
Cam retention plate and screws - for Gen VI cam in Gen IV block (2) 14093637, 10168501
Timing Chain cover - Milodon 1-piece aluminum, Gen IV, 14855
Timing Chain cover seal and gaskets - Mr. Gasket, MRG-17, MRG-4794G
Harmonic Balancer/Dampener - ATI (internal balance), 917060
Harmonic Balance Bolt - ARP, 135-2501
Road Racing Oil Pan - Milodon 31555
Dipstick - Milodon flex stainless, 22010, Streetside
Oil pump pickup - Milodon, 18465
Oil Pump - Melling High Volume M77HV
Oil Pump shaft - ARP, 135-7901
Oil Pan gasket - Mr. Gasket one piece MRG-6663G
Cam bearings: Dart coated
Valley screen kit: Pettis BBC-multi
Oil filter pad plug material: aluminum
Oil filter adapter: GMPP
Windage tray: Milodon
Windage tray mount spacer material / bolts
Oil pump stud: ARP
Rear main seal: Fel-Pro viton
Timing pointer: ATI billet
Specs, compression ratio:
Bore 4.28
Stroke 4.25
Rod Length 6.385
Pistom Dome CC -26
Head CC 119
Estimated Compression Ratio 10.44
Labor (Incomplele list. Some things will be added on as we go.)
ROTATING ASSEMBLY
hone pin bores: pistons <size adjust>
hone pin bores: rods <size adjust>
balance rotating assembly: internal
detail piston domes
BLOCK
align hone mains w/studs <size adjust>
surface / index / set deck heights
bore & chamfer cylinders
radius cylinder bottoms
performance finish hone cylinders w/plate & mains
machine / install valley screen kit: bolt in multi type
machine block for rot assy: first setup & cut
machine cooling system holes in decks
detail casting
measure lifter bores, hone
ASSEMBLY
install / fit standard slider cam bearings
machine timing cover for pointer fit
fab oil filter pad plugs & install
machine for countersink bolt in oil pump
fab windage tray mount spacers
hone damper hub
blueprint / assemble: performance short block
And Chris might have his together before mine indeed.... my pile on the cart at the machine shop is not as big as the pile on his living room floor.
My pile is now on the cart at Pettis also, so we're tied. My caps might be straighter though. Maybe I'm in the lead. Hopefully it's back to me by end of February as Jason mentioned. It's just a short block assembly and all the parts are there so hopefully no surprises. Then another month or so to have it in the car and running. I plan to take a week off from work in March to make some decent progress on it. Got a lot of sh_t to hook up and measure with the new EFI system and new manual transmission setup. Once it's running and drivable, we'll strap to a chassis dyno and do some fine tuning and generate some numbers. Then we can argue on the conversion numbers to match up with your engine dyno numbers.
So how the hell did I get drafted into this dyno thread? That's messed up.
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
My caps might be straighter though. Maybe I'm in the lead. 
Hopefully it's back to me by end of February as Jason mentioned. It's just a short block assembly and all the parts are there so hopefully no surprises. Then another month or so to have it in the car and running. I plan to take a week off from work in March to make some decent progress on it. Got a lot of sh_t to hook up and measure with the new EFI system and new manual transmission setup. Once it's running and drivable, we'll strap to a chassis dyno and do some fine tuning and generate some numbers. Then we can argue on the conversion numbers to match up with your engine dyno numbers.
Hybrid Mode
