Making a little progress on the W5 engine for the Dakota

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Little confused by the stub shaft on the bronze gear. No oil pump drive so does that mean dry sump, but keeping the distributor? I guess I would of thought you'd go with a crank trigger considering the belt drive and overall awesomeness of the build.
 
gzig5 said:
Little confused by the stub shaft on the bronze gear. No oil pump drive so does that mean dry sump, but keeping the distributor? I guess I would of thought you'd go with a crank trigger considering the belt drive and overall awesomeness of the build.
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It's sequential EFI with coil near plug. It has magnets in the balancer for the crank trigger. And the cam gear drives the camshaft position sensor. And it does have a belt drive oil pump.
 
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How well do gas ported rings work vs gas ported pistons work?
I guess that would be a long day on the Dyno for testing.
I used total seal gas ported rings in my pistons
 
MOPARMAGA said:
How well do gas ported rings work vs gas ported pistons work?
I guess that would be a long day on the Dyno for testing.
I used total seal gas ported rings in my pistons
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To be honest with you. I've never used gas ported rings. But I guess it'd be about the same.
 
MOPARMAGA said:
How well do gas ported rings work vs gas ported pistons work?
I guess that would be a long day on the Dyno for testing.
I used total seal gas ported rings in my pistons
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Total Seal tested this and has a video on it. If it is true results it is an eye opener. They have a lot of excellent videos.
 
Dyno headers came in today. When we head to the dyno we'll have a little contest to see who can guess the dyno hp.

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I don't know. I've not had the heads in my hands after the porting or after Brett put the bigger intake valve and the smaller exhaust valve. Larry Smith ported them before he passed away. Brett agreed to put valves in them and finish them up. He wanted to try something different. So he put a bigger intake valve 2.125" and a smaller exhaust valve. After he opened the throat up for the bigger valve they flowed around 350 cfm on the intake at .600 lift. He said that Larry's port job looked good so he didn't change any of that.
 
tvt59 said:
I don't know. I've not had the heads in my hands after the porting or after Brett put the bigger intake valve and the smaller exhaust valve. Larry Smith ported them before he passed away. Brett agreed to put valves in them and finish them up. He wanted to try something different. So he put a bigger intake valve 2.125" and a smaller exhaust valve. After he opened the throat up for the bigger valve they flowed around 350 cfm on the intake at .600 lift. He said that Larry's port job looked good so he didn't change any of that.
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Well then, that's probably going to make an easy 700+ hp
 
MOPARMAGA said:
Well then, that's probably going to make an easy 700+ hp
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I'm hoping for 740 hp. Brett thinks it'll be a little over that. I guess the proof will be in the time slips. If we can get to 760 or 770 we should be able to run the 5.50 index class. That's a really tough class down here. Most of them guys cut 5.0 lights and run dead on consistently. But if it'll run 5.50 without n02 we'll probably try it.
 
tvt59 said:
I'm hoping for 740 hp. Brett thinks it'll be a little over that. I guess the proof will be in the time slips. If we can get to 760 or 770 we should be able to run the 5.50 index class. That's a really tough class down here. Most of them guys cut 5.0 lights and run dead on consistently. But if it'll run 5.50 without n02 we'll probably try it.
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Nice, dang that's is quick
 
should make well over 700, how much more is a time slip away. it's going to be fast no matter what.
 
tvt59 said:
I'm hoping for 740 hp. Brett thinks it'll be a little over that. I guess the proof will be in the time slips. If we can get to 760 or 770 we should be able to run the 5.50 index class. That's a really tough class down here. Most of them guys cut 5.0 lights and run dead on consistently. But if it'll run 5.50 without n02 we'll probably try it.
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What is the cubic inch size of the engine?
 
fishmens67 said:
422" ? that's what he said he was building awhile back
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I wanted to do a big bore and a short stroke 422" But Brett talked me onto the 441". It saved me a few $1000 because I already had the a really nice crank and rods. I'm starting to get a little excited about it.
 
Figured out the alternator pulley, plumbing the oil

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