Another build thread (many photos)

Discussion in 'Chit-Chat' started by Magnethead, Dec 4, 2016.

  1. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    Taking the dragster to the track tomorrow. Truck now runs on the new fuel system. Have a few leaks to work out, and re-plumb the venting system.

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  2. Magnethead

    Magnethead Admin & Resident Techie Staff Member

  3. Whizzer

    Whizzer Retired entrepreneur

    Really enjoy your rebuild on the Dakota and work on the dragster. What are your plans for the Dakota? Curious since I am a Mopar fan and had several Dakotas since 1987 when they first produced them.
     
  4. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    Go fast enough to need a cage; keep the 1/4 mile under 135MPH to prevent needing a full cage. I have some tricks up my sleeve to do so. If I can run 10.70 @ 133 I'll be happy.
     
    Whizzer, TexasRaceLady and BobbyFord like this.
  5. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    Welp, I'll let the photos tell the story on this one. We think that two 5/16 bolts came loose and caused all this; how two 5/16 bolts is stronger than four 3/8 bolts is beyond us. But with those 2 bolts coming out, it pulled all 4 rockers bolts right out of the head and broke the stand.

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  6. BobbyFord

    BobbyFord Resident Gearhead Contributor

  7. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    Yep. No telling what this will cost. Last year we broke an exhaust and it damaged a whole bunch of things from hydraulicing the engine (fuel in with no exit). This time it was an intake, so other than the pool of oil sitting on top of the intake valve and 2 banged up rocker arms, no critical parts breakage.

    Just have to get a new intake stand, 2 new rockers and have the head welded up and re-threaded where the bolts yanked the material out. Lifters and pushrods look okay.
     
  8. kyle18fan

    kyle18fan Team Owner Contributor

    Looks like the threads are on one of those bolts
     
    BobbyFord likes this.
  9. BobbyFord

    BobbyFord Resident Gearhead Contributor

    What are the chances that bolt partially backed out?
     
  10. kyle18fan

    kyle18fan Team Owner Contributor



    Looks to me like it pulled out but its hard to say without actually looking close at it. The bolt that has pulled threads on it kind of looks a bit stretched as well but it could be distortion in the picture
     
  11. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    yea that's distortion. The threads just pulled straight out on all 4.

    I mean, those valvesprings are 400 pounds, there's 3 layers of spring material in there. We're asking for alot out of the valvetrain.

    The general consensus is that TimeSerts are stronger than the aluminum and provide more gripping surface area and they are the standard repair for this issue, rather than welding and tapping.
     
  12. kyle18fan

    kyle18fan Team Owner Contributor


    No coil bind going on ? A good insert is much stronger, I have had very good luck, even with the old Heli- coil inserts in aluminum. I have used inserts in main cap threads with no issues
     
  13. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    We run them .150-.200 short of coilbind ;)

    Dad took both heads to Reher-Morrison today. Since one side broke, they want to examine the other side. Going to put the time-serts in and weld up the mounting stands so that the intake and exhaust system is unified as one huge assembly...the way it should be.
     
    Johali, kyle18fan and TexasRaceLady like this.
  14. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    Somethign to keep in mind in all of this... This is fairly new territory for conventional chevy engines. It used to be that for anything over 1500, everybody went to some variant of the Brad Anderson Engineering Hemi family (BAE3, 4, 5, 6, 7). As manufacturing processes have improved, now we have these blown alky conventional chevy engines approaching and/or surpassing 2,000 HP, Brad Hemi's going north of 5,000, and 481X (chevy bottom end, hemi top end hybrid engine) in the 4-5,000 range.

    As such, material and design failures are going to happen. These parts and pieces are getting pushed WAYYYYY beyond the intended design and implementation. It's only a matter of time, and it costs money and time to magnaflux every part after every race/event/teardown. It would have been way cheaper if we had bought an older Brad3 or Brad5 hemi (essentially 5-8 year old Top Alcohol stuff) like others are doing. But my truck engine is the first chrysler dad's ever built, so we didn't want to build a hemi being completely blind and hope it made 2500-3000 HP first try.
     
    Johali and TexasRaceLady like this.
  15. Magnethead

    Magnethead Admin & Resident Techie Staff Member

    Reher was able to source a new intake stand, they think they'll have the heads welded and done tomorrow. Might be able to put them on Friday afternoon and head back to the track on Sunday.

    Finished plumbing the fuel cell vent on the truck today, also got the bed bolted back on and replaced the fuel rail fitting with one I can trust.

    Have a couple small drips off the AN fittings that I need to address, but what I have is progress regardless. Might be able to drive it to the gas station tomorrow.

    Having changed the front brakes, front springs, and fuel system all at once, I have no idea what to expect for handling.

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    DanicaFreak likes this.

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