AFAIK all changing the spring does is effectively recirculate more oil - in other words you'll see less oil pressure but you'll still be pumping the same amount, just dumping more back to the pan. Even that costs horsepower! Anyway, I'm assuming the oil pressure will drop a little as the engine loosens up over the first few thousand miles.
Gotta love those cross rams eh, those Chrysler Engineers weren't fools!
Rob & Stu's 63 Polara 500
Moderator: Moderators
We're in real danger of getting this car back on the road before the winter sets in, should even be ok for Duxford, if not the Hot Rod Drags... tho that's not a nice journey from here in the Satellite, let alone the Polara!
Dyno session was finished off last Saturday, once we'd finally got the calibration kit from JWR. Paul went up on his own and spent another full day with Kenny getting the Carters running right. Didnt manage to test the max wedge 'headers' cos it got too late but did get the most out of the carters with the full set of springs & jets. Best results were obtained at 38deg total timing!
Shame cos it would have been good to see how much power was lost fitting the old manifolds - swapping headers for stock manifolds can result in around a 70hp loss in a 450hp+ engine (so I'm told) but our manifolds are a darn sight better than later stock RB manifolds. We might even have seen an improvement in torque as the dyno headers were a bit on the large side at over 2" dia.
Slight disappointment was that we didnt see that much of an improvement over the lashed up single 4bbl used in the 1st session.
Torque was up by 15lb-ft at 472 but max power seen on the day was down by 2hp at 448
BUT.... looking at the figures, in the 4bbl test the 450hp was at 5400, and the test limited to 5500 by which time it had dropped off to 448. Not much, granted, but dropping off all the same.
The latest test was 'limited' (ie thats as far as they went) to 5600 and power was still rising so would undoubtedly have passed 450 by 6000rpm
Thats what I reckon anyway...
AND.... I wouldnt be suprised if the original manifolds helped power or torque as that's what the intake setup was designed to run with. That's my un-educated opinion anyway
That was all on super unleaded. They did try some 113 octane but didnt see any improvement. We'd have to up the comp ratio from 10.2 back to more like the original 11:1 to make the most of that, but our aim was to run on pump gas without detonation, which we've achieved, so we'll make do for now
This graph is from the run that gave the above numbers - you can see the power is still on the up. Not sure what the glich at 5300rpm is - maybe Kenny sneezed as he was applying the throttle
The other dip in the graph at 3700 is what Kenny attributes to the dyno's headers being a bit too big. The original manifolds should smooth that out.
Dyno session was finished off last Saturday, once we'd finally got the calibration kit from JWR. Paul went up on his own and spent another full day with Kenny getting the Carters running right. Didnt manage to test the max wedge 'headers' cos it got too late but did get the most out of the carters with the full set of springs & jets. Best results were obtained at 38deg total timing!
Shame cos it would have been good to see how much power was lost fitting the old manifolds - swapping headers for stock manifolds can result in around a 70hp loss in a 450hp+ engine (so I'm told) but our manifolds are a darn sight better than later stock RB manifolds. We might even have seen an improvement in torque as the dyno headers were a bit on the large side at over 2" dia.
Slight disappointment was that we didnt see that much of an improvement over the lashed up single 4bbl used in the 1st session.
Torque was up by 15lb-ft at 472 but max power seen on the day was down by 2hp at 448
BUT.... looking at the figures, in the 4bbl test the 450hp was at 5400, and the test limited to 5500 by which time it had dropped off to 448. Not much, granted, but dropping off all the same.
The latest test was 'limited' (ie thats as far as they went) to 5600 and power was still rising so would undoubtedly have passed 450 by 6000rpm
Thats what I reckon anyway...
AND.... I wouldnt be suprised if the original manifolds helped power or torque as that's what the intake setup was designed to run with. That's my un-educated opinion anyway
That was all on super unleaded. They did try some 113 octane but didnt see any improvement. We'd have to up the comp ratio from 10.2 back to more like the original 11:1 to make the most of that, but our aim was to run on pump gas without detonation, which we've achieved, so we'll make do for now
This graph is from the run that gave the above numbers - you can see the power is still on the up. Not sure what the glich at 5300rpm is - maybe Kenny sneezed as he was applying the throttle
The other dip in the graph at 3700 is what Kenny attributes to the dyno's headers being a bit too big. The original manifolds should smooth that out.
Thanks guys, cant wait to see if the rebuilt trans & the new brakes work just as well...... 
sure they will tho, eh Blue 
dont put the mockers on it Alex!! I know I said we should be ok for Duxford ... but I thought we'd have the car at the 1st one so I'm no judge
Oh, and we'll be leaving the oil pressure as it is. I'm told "oil pressure is like money, better to have too much than too little... it is good for the BB mopar"
sure they will tho, eh Blue dont put the mockers on it Alex!! I know I said we should be ok for Duxford ... but I thought we'd have the car at the 1st one so I'm no judge
Oh, and we'll be leaving the oil pressure as it is. I'm told "oil pressure is like money, better to have too much than too little... it is good for the BB mopar"
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Anonymous
me too Adam , dont think I've seen the car since just after XmasAdam68 wrote:Well done Rob & Stu,looking forward to seeing it
Hope I can remember how to drive it, if Stu lets me
I'll try not to get too far ahead, dont want you getting lost againAdam68 wrote:I take it you'll be seeing alot more of me in the rear view mirror,when you hoof it down the m1/m25.
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newport100
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Anonymous
Not necessarily, if it's too high it can cause other problems. Only thing is how do you judge what is too high on any particular engine. Even engines that are supposedly the same are slightly different. I'm sure Alex and Dave could elaborate on some of the problems of too much oil pressure can cause better than I can.RobTwin wrote:Oh, and we'll be leaving the oil pressure as it is. I'm told "oil pressure is like money, better to have too much than too little... it is good for the BB mopar"
Yeah, I thought I was opening myself up there for a heated (not mass) debate but I was quoting the guy that built one of the engines for the recently restored/recreated Olympic Charger that ran in the Historic LeMans race.
He's been working on and racing cars & engines like ours since they were new so certainly knows a whole bunch more than me...........
...... but prob not as much as Alex & Dave
I remember (way back in '87) when our Satellite's engine was finished and started using it, noticing the oil pressure was high (in the 90's I think), so took the car back to Clive Bond who changed the spring to reduce it.
It still runs at 70psi at 3000prm.
He's been working on and racing cars & engines like ours since they were new so certainly knows a whole bunch more than me...........
...... but prob not as much as Alex & Dave
I remember (way back in '87) when our Satellite's engine was finished and started using it, noticing the oil pressure was high (in the 90's I think), so took the car back to Clive Bond who changed the spring to reduce it.
It still runs at 70psi at 3000prm.
