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Thread: Dart 427 Build.

  1. #241
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    Weight reduction and spins the shit out of these cars, 7500rpm. Racecar only.


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  2. #242
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    Using a 219° by 235° cam, and spinning the hell out
    of the engine (and most likely the blower) it 'Seems' that
    Rick is attempting to build up a high cylinder pressure,
    which generates a high BMEP.

    These engines don't require a large overlap period,
    whereby an negative exhaust wave (suction) is used
    to start the flow in the intake runner as does an
    NA Engine.

    So you can lose 15° to 25° of duration and not
    affect the engines performance. In fact it is good
    to lose positive overlap, as the engine performs
    better at lower engine rpm's.

    You lose intake pumping loses as well as associated
    intake reversion at low engine rpm's.

    Spinning an engine to 6200 rpm's would generate
    how many intake cycles per second. . .
    => (6200 / 60 / 2)= 52 cps.

    Spinning the engine to 7500 rpm's would generate
    how many intake cycles per second. . .
    => (7500 / 60 / 2)= 63 cps.

    So he is spinning the engine higher, generating
    more intakes 'Sucks Per Second', while closing
    the intake valve earlier than do most.

    Closing the intake sooner traps pressure.
    Spinning the engine faster means more sucks per second.

    Now, on top of that it appears he has lightened the car.

    I began my drag racing career back in the 1960's.

    I was racing at NHRA Division meets, as well
    as racing at the NHRA Winternationals in the 1970's.

    One must run through 'Tech' before one can race at
    an NHRA event.

    Anytime someone is running significantly faster
    than someone else and there is 'No_Tech', I
    become very suspicious. .lol

    During the late 1960's and 1970's we used to
    have events that we called 'Run What You Brung'..lol

    Just my thoughts..

    Cheers
    Last edited by Rubber Duck; 09-30-2019 at 03:00 PM.
    random84 likes this.
    Calculating the valve curtain area
The following equation mathematically defines the available flow area for any given valve diameter and lift value:
Area = valve diameter x 0.98 x 3.14 x valve lift
Where 3.14 = pi (π)
For a typical 2.02-inch intake valve at .500-inch lift, it calculates as follows:
Area = 2.02 x 0.98 x 3.14 x 0.500 = 3.107 square[Contact UsArchiveTop

  3. #243
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    Well aware that Rick uses weight reduction. He has mentioned it on a face book also. He even posted a photo of the car on the scales. From memory it was 4200-4300. It wasn’t overly drastic.

    HOWEVER on the moroso slide, that car is either making well over 900rwhp OR his got it below 4000.
    Rubber Duck likes this.

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  5. #244
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    Take out the seats, clean out the trunk, throw on skinnies and that's probably 100 lbs right there.

    Remove the front swaybar has to be another 30 lbs.

    It gets harder from there, but for a motivated individual I wouldn't be surprised if he has a lightweight battery, missing speakers, no A/C, etc.

  6. #245
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    Quote Originally Posted by random84 View Post
    Take out the seats, clean out the trunk, throw on skinnies and that's probably 100 lbs right there.

    Remove the front swaybar has to be another 30 lbs.

    It gets harder from there, but for a motivated individual I wouldn't be surprised if he has a lightweight battery, missing speakers, no A/C, etc.
    Pushing the memory bank. But it’s was something like no seats, race seat. Smaller front brakes to run skinnies and a set of welds on the back. They were the big ticket items.

    Other stuff u mentioned I’m not sure.

  7. #246
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    Quote Originally Posted by Rubber Duck View Post
    Using a 219° by 235° cam, and spinning the hell out
    of the engine (and most likely the blower) it 'Seems' that
    Rick is attempting to build up a high cylinder pressure,
    which generates a high BMEP.

    These engines don't require a large overlap period,
    whereby an negative exhaust wave (suction) is used
    to start the flow in the intake runner as does an
    NA Engine.

    So you can lose 15° to 25° of duration and not
    affect the engines performance. In fact it is good
    to lose positive overlap, as the engine performs
    better at lower engine rpm's.

    You lose intake pumping loses as well as associated
    intake reversion at low engine rpm's.

    Spinning an engine to 6200 rpm's would generate
    how many intake cycles per second. . .
    => (6200 / 60 / 2)= 52 cps.

    Spinning the engine to 7500 rpm's would generate
    how many intake cycles per second. . .
    => (7500 / 60 / 2)= 63 cps.

    So he is spinning the engine higher, generating
    more intakes 'Sucks Per Second', while closing
    the intake valve earlier than do most.

    Closing the intake sooner traps pressure.
    Spinning the engine faster means more sucks per second.

    Now, on top of that it appears he has lightened the car.

    I began my drag racing career back in the 1960's.

    I was racing at NHRA Division meets, as well
    as racing at the NHRA Winternationals in the 1970's.

    One must run through 'Tech' before one can race at
    an NHRA event.

    Anytime someone is running significantly faster
    than someone else and there is 'No_Tech', I
    become very suspicious. .lol

    During the late 1960's and 1970's we used to
    have events that we called 'Run What You Brung'..lol

    Just my thoughts..

    Cheers
    Duck

    When I spoke to rick ages ago. He mentioned he likes to keep to a NA style cam as apposed to a regular blower/turbo style. Something to do with what you have previously said about the blower not being your tradition “compress” style but more so an air pump.

    As you said he does turn them harder then most. He also jumps on the race fuel.

    He uses a jokerz blower for the base and then tweaks them from their. I’ve also seen Brett mention around the traps that Rick has the fastest blower port when people were asking from recommendations.

    He must also have those ls9’s on point.
    Rubber Duck and random84 like this.

  8. #247
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    Quote Originally Posted by Taylo708 View Post
    With a big 108mm throttle body


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    And a DDP CAI!!!


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  9. #248
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    Quote Originally Posted by cav454 View Post
    Well aware that Rick uses weight reduction. He has mentioned it on a face book also. He even posted a photo of the car on the scales. From memory it was 4200-4300. It wasn’t overly drastic.

    HOWEVER on the moroso slide, that car is either making well over 900rwhp OR his got it below 4000.
    Bingo on the weight at or around 4000 lbs.
    Calculating the valve curtain area
The following equation mathematically defines the available flow area for any given valve diameter and lift value:
Area = valve diameter x 0.98 x 3.14 x valve lift
Where 3.14 = pi (π)
For a typical 2.02-inch intake valve at .500-inch lift, it calculates as follows:
Area = 2.02 x 0.98 x 3.14 x 0.500 = 3.107 square[Contact UsArchiveTop

  10. #249
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    -Piston Demand versus Cylinder Head Supply-

    Since we touched on this subject regarding Rick’s engine,
    I thought I would pull up some builds from my files and
    show how the piston demand, given in cfm, is met with
    the cylinder head flow, also given in cfm.

    Here is an engine that is spun hard and generates a lot
    of piston cfm demand. The cylinder heads are a little
    on the small side. But since the piston demand always
    exceeds the cylinder head supply, we generate a high
    velocity through the heads at any engine rpm.

    Crank Angle Deg. . . . Cyld. Hd Supply. . . . .Piston Demand
    72.0°. . . . . . . . . . . . . . . . . 341.8. . . . . . . . . . . . . 454.2

    ======================================

    On the other hand, here we have an engine that is built to
    make big power at a very high rpm.

    Here we see the Piston Demand / CFM is matched to the
    Cylinder Head / Supply CFM.

    Crank Angle Deg. . . . Cyld. Hd Supply. . . . .Piston Demand
    75.4°. . . . . . . . . . . . . . . . . 637.0 . . . . . . . . . . . . . 640.7

    This engine makes 2.4 fwHP per CFM.

    The maximum I calculate that can be delivered by an
    NA Engine is 2.465 fwHP per CFM.

    But this engine would not be drivable on the street.

    Along with this engines large camshaft, the piston demand
    is met with sufficient air / cfm supply at any engine rpm,
    so it will not generate sufficient velocity through the cylinder
    heads at low engine rpm's.

    With the first example it is like you are drinking a coke
    through a small straw.

    With the second example it is like attempting to suck
    the coke up through a very, very large straw.

    -----------------------------------------------------------------

    The second example is what we would desire for an
    engine equipped with a 'Roots' style blower, as there
    is no restriction in the cylinder head as referenced
    against piston cfm demand.

    But the roots blower is a DD / PD blower that will
    force feed the engine. If the camshaft is not too
    large in duration, then the engine will develop big
    torque at low engine rpm's.

    Of course we would not desire to make the cylinder
    head so large, that the head would not generate
    sufficient flow velocity at lower engine rpm's either..

    Cheers
    Last edited by Rubber Duck; 09-30-2019 at 07:20 PM.
    Calculating the valve curtain area
The following equation mathematically defines the available flow area for any given valve diameter and lift value:
Area = valve diameter x 0.98 x 3.14 x valve lift
Where 3.14 = pi (π)
For a typical 2.02-inch intake valve at .500-inch lift, it calculates as follows:
Area = 2.02 x 0.98 x 3.14 x 0.500 = 3.107 square[Contact UsArchiveTop

  11. #250
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    It's just no rules drag racing

  12. #251
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    Relocating the coils this week.

    Splicing in the extension harness today. New valves covers should be here this afternoon. Will have to grab a set of universal plug wires and cut to length. Should be a fun day.
    Attached Thumbnails Attached Thumbnails Dart 427 Build.-39d25ba2-1cb1-4ea9-b2ae-329b08732444.jpeg   Dart 427 Build.-778c45a1-7b55-4ab1-9e11-895d06e6aaf7.jpeg  
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  13. #252
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    Let’s see if she fires up.
    Attached Thumbnails Attached Thumbnails Dart 427 Build.-3e1e9ee9-e180-4d62-a83e-174e231e2722.jpg  
    Rubber Duck likes this.
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  14. #253
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    Awesome! Pics of the new covers when they're on!! I'll be doing this next week once mine arrive, so let me know where you end up relocating them to.
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  15. #254
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    Quote Originally Posted by imthatguy09 View Post
    Awesome! Pics of the new covers when they're on!! I'll be doing this next week once mine arrive, so let me know where you end up relocating them to.
    Here ya go. Nice finish. Hopefully they have no issues sealing up. The mounting hardware is pretty nice, come with pillars that install on the head and can be wrenched. The countersunk Allen head screws then hold the cover to the pillars. Comes with gaskets as well.

    Alls I have to do now is mount my coils and cut the plug wires. Photos will be coming tomorrow afternoon. I also have to drill and mount the 10AN fitting so I can connect my MM catch can. Will see where I can mount that and not hit rocker arms.
    Attached Thumbnails Attached Thumbnails Dart 427 Build.-d68248da-bea5-451b-942f-30c2853bb97c.jpeg   Dart 427 Build.-5e5798d6-2241-4490-bc3c-71a359243f91.jpeg   Dart 427 Build.-7d122ebf-579e-4e73-8eab-e605fb60899c.jpeg   Dart 427 Build.-88ba3c48-153c-4316-a9ee-a6f4955f6cf1.jpeg   Dart 427 Build.-fa1b1eb7-9110-46a4-b753-0ae9f68f82ce.jpeg  

    Last edited by JAustin; 11-03-2019 at 01:00 PM.
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    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  16. #255
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    Making my custom plug wires and am about to crank her up.

    Had to drill a hole for PCV provisions. Used a 10AN fuel cell bulkhead and connected the MM Wild catch can right on up.

    What do you guys think?

    If I need to do maintenance, taking the strut bar off will remove the coils in one swoop. Plus, it’s cleaner. I’d like to move the coils further away one day, but for now this is what I could come up with.
    Attached Thumbnails Attached Thumbnails Dart 427 Build.-df8c15dd-087d-45ee-aa83-b2d24313207f.jpeg   Dart 427 Build.-1174c799-170f-4e82-b375-f3ca1504d6c3.jpeg   Dart 427 Build.-c5033235-7a68-4078-93d6-a7e15a44176e.jpeg   Dart 427 Build.-f5296798-69d9-446c-88bd-0f9b6edbfdde.jpeg   Dart 427 Build.-ca850af6-0440-43e2-a1d0-b627adc62f2d.jpeg  

    random84 likes this.
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  17. #256
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    I may flip the coils so you see the plug wire side and not the coil electrical connectors.....yeah....I’m going to flip them.
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  18. #257
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    I haven't even thought about using the strut tower brace... That's not a bad idea... Definitely send more pics once you have that finalized.

    Sent from my Pixel 3 XL using Tapatalk
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  19. #258
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    Aaaaand done.

    I need to get longer hardware for the two back holes on each coil pack assembly. The button head screws turned out nice. I was going to do some countersunk screws.....but guess what? The strut brace is hollow, so there goes that idea. Also I snuck in a shot of the FED logo on one of my heads. It’s nice to see it tucked back down there.
    Attached Thumbnails Attached Thumbnails Dart 427 Build.-2ea32d87-0b2e-41d1-832e-d5c21633a850.jpeg   Dart 427 Build.-32532f5f-d364-4000-a1ea-a20d72e3eaf7.jpeg   Dart 427 Build.-aa0d20d3-2e65-4da1-9dff-efaa2ed8abb9.jpeg   Dart 427 Build.-4b16000c-659f-4964-8add-979159f10d0c.jpeg   Dart 427 Build.-ac5416c9-42d8-4cda-a1ac-82f47dfcf64f.jpeg  

    Last edited by JAustin; 11-03-2019 at 06:45 PM.
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  20. #259
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    Very cool!

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  21. #260
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    Looks clean. Great idea!

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    2011 Sedan A6 - Raven Black - Recaros- Bought it stock and quickly got addicted. and it keeps going...
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  22. #261
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    Anybody able to help me out here? The YT roller rockers seem to be wearing excessively on the roller part. Plenty of oil up there. I wonder why the roller has marks all the way around....it shouldn’t be spinning like that. Preload is .030 on Johnson 2110 lifters. I may be switching back to stock. Some look like this. Some don’t. I’ll get I touch with YT on this as well. If they missed a heat treatment or something I guess it’s a possibility.

    Thanks.
    Attached Thumbnails Attached Thumbnails Dart 427 Build.-3ea2bf15-86b6-4a4b-a65f-1015073f484a.jpg  
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  23. #262
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    Quote Originally Posted by JAustin View Post
    Anybody able to help me out here? The YT roller rockers seem to be wearing excessively on the roller part. Plenty of oil up there. I wonder why the roller has marks all the way around....it shouldn’t be spinning like that. Preload is .030 on Johnson 2110 lifters. I may be switching back to stock. Some look like this. Some don’t. I’ll get I touch with YT on this as well. If they missed a heat treatment or something I guess it’s a possibility.

    Thanks.
    Spinning makes sense...lots going on running fast...loads that tend to cause rotation on the tip are reasonable to my engr mind...if thats not reassuring, I cant blame you...lol

    Looks to me like debris/surface finish issue was present? Did you reuse valves that had been run with stock rockers?

    I wouldn't fret too much at this point, just follow up and do due diligence. Monitor, discuss with YT as you care to, etc...
    JAustin likes this.
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  24. #263
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    It appears the roller tip is being gouged while it rotates over the valve tip long enough to leave markings completely around the roller in a very uniform appearance; which makes me think it's not a defect in the roller. If the roller wasn't hardened, I'd expect it to flat-spot and stop rotating (as much)?

    I'd pull the rockers and inspect the valves tips for debris or damage, and perhaps check guide wear while you're there. Are the intake rollers equally marred as the exhaust?

  25. #264
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    Thanks for the comments fellas. These were new valves, but I ran the stock rockers for 4,000 miles. They looked great when I put the RRs in. I’ll check them every so often. With long tubes and now these thinner taller valve covers, my valve train is noticeable inside that’s car....which feeds into my paranoia.
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  26. #265
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    Headers and these thin wall valve covers got me all freaked out. I need to relax before I take out my valve train for detailed inspection. I know this is pretty normal, but I have to adjust.
    Last edited by JAustin; 11-05-2019 at 05:40 PM.
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  27. #266
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    Quote Originally Posted by JAustin View Post
    Headers and these thin wall valve covers got me all freaked out. I need to relax before I take out my valve train for detailed inspection. I know this is pretty normal, but I have to adjust.
    Was that it?
    "Pearl" is a 2011, V Coupe, A6, Recaros, Skyview.

    Mods: Airaid - Red filter, Side Swipe, Mamo LS7 Ported TB, ZL1 lid, Fasterproms underhood tank, BMR Catch Can, ....

  28. #267
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    I feel like headers brought about a similar noise in mine as well. I was paranoid I’d messed up the PR measurements for months after searching for exhaust leaks. I’ve gone over every connection with no trace of carbon buildup on the exhaust and have just decided to not pay as much attention.

    I’ve never put headers on any of my prior cars though, so it’s a new experience where I’m not sure what’s normal or not. I’d love to check this thing out some time since you’re local.


    Sent from my iPhone using Tapatalk

  29. #268
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    Quote Originally Posted by Blades1_99 View Post
    Was that it?
    Just a short of valve train noise from inside the car. Headers and these new valve covers don’t hide the noise one bit. Will take some getting used to.
    2014 Sedan - Dart SHP 427 - Manley Pro I-Beam Rods - Callies CCW Crank - Diamond Pistons - 10.1:1 CR - FED LSA CNC heads - YT 1:7 RR - 2.18/1.60 Stainless Valves, 284cc Intake Runner, 93cc Exhaust Runner - TMS Custom Cam, 233/249, .630/.600, 120+4 LSA - E-85 - DSX Aux - ID1300 - WX HX - EMP - 5G Trunk Tank - 1" Lines - Reinforced CTS-V Brick - 2.5/9.5 SC Pulleys - Johnson 2110 Lifters - Ported Snout - 102MM TB - 4.5" Dynospeed Intake, W/Green Filter - SW 2” Headers - Borla mufflers - Tuned by Pat G.

  30. #269
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    You're still on a hydraulic roller setup, correct? You didn't swap to solid? I've read so many build threads I can't keep them straight lol

    Sent from my Pixel 3 XL using Tapatalk
    JAustin likes this.
    “Zombie V” - 2012 V2 M6, Black Diamond TriCoat, Recaros & NO sunroof (rebuild complete; NA now, boost coming soon)

  31. #270
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    Quote Originally Posted by JAustin View Post
    Just a short of valve train noise from inside the car. Headers and these new valve covers don’t hide the noise one bit. Will take some getting used to.
    Didn't sound "that bad" to me.
    JAustin likes this.
    "Pearl" is a 2011, V Coupe, A6, Recaros, Skyview.

    Mods: Airaid - Red filter, Side Swipe, Mamo LS7 Ported TB, ZL1 lid, Fasterproms underhood tank, BMR Catch Can, ....


 
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