Rob Patterson
NAXJA Forum User
- Location
- Colorado Springs
I have an incomplete 4.6L stroker motor for sale with aluminum head: $1600.00
The original owner destroyed 3 camshafts within 10,000 miles. The 3rd camshaft was installed without the front retainer button and spring. The cam bearings will need to be replaced and I would look at the other bearings while the block is apart. The piston and the cylinder bores look excellent. The crosshatch is still visible and the are no grooves or lips in the cylinders. I also have a new timing chain cover, new stock style timing chain, misc. gaskets, thermostat housing. I also have a spare 4.0L block with 1 bad rod that I was keeping in case there was any damage to the stroker block.
The Hesco/Patriot/etc Aluminum Head has been checked out, flowed and CC'ed, and new seals and springs were installed.
I have a Custom Camshaft new in box by Camshaft Innovations that is ready to install. The matching dual valve springs have already been installed on the head.
The conclusion from the machine shop and cam grinder was that the originally installed valve springs were inadequate. The spring rate was similar to stock valve springs but the 3 camshafts were performance camshafts. There was evidence of valve float and some of valves seals were torn probably due to coil bind or not enough clearance.
Here is the Data for a Hesco head as measured by McCabe Motorsports:
Intake valve: 2.00"
Intake Port Volume: 138 cc
Intake Valve I/H: 1.610"
Original Spring pressure on seat: 95lbs (New match springs have been installed)
Original Spring pressure open at .400" lift 215lbs (New match springs have been installed)
Coil binds at 1.050" (Original springs)
Spring Diameter: top 1.205" bottom 1.330" (Original springs)
Retainer material: steel
Chamber volume: 59.6cc
Exhaust valve size: 1.550"
Exhaust port volume 76.4cc
Exhaust Valve I/H: 1.615"
Head flow data @ 28"
Lift Intake/Exhaust
.100 74.5/55.4
.200 134/92.8
.300 183.3/116.8
.400 226.5/131.2
.500 255/142.4
Custom cam specs
Camshaft Measurement Intake Exhaust
Duration at .020” 235.15 247.06
Duration at .050” 211.85 220.23
Duration at .200” 123.34 125.35
Lobe Lift .29762” .28680”
Rocker Ratio 1.6 1.6
Gross Lift .476” .459”
Designed Lobe Centerline
114.36 ATDC
117.68 BTDC
Open at .050”
-8.44 BTDC (or 8.44 ATDC)
47.80 BBDC
Close at .050”
40.29 ABDC
-7.57 ATDC (or 7.57 BTDC)
Lift at Top Dead Center à
.0307” @ 114.36 In. Center .0349” @ 117.68 Ex. Center
Spring Recommendation The Ci springs installed at 1.800”. At 1.800” I/H:
Seat Pressure = 125#
Open Pressure = 293# at 1.324” or .476” lift
Spring Rate = 352 lb/inch
Cranking Compression 187 PSI
Vacuum At Idle 19.4 Inches
Idle RPM 750 RPM
Peak Torque RPM 3700 RPM (The power curve is very flat)
Peak Horsepower RPM 4800 RPM (The power curve is very flat)
Starting Shift Point RPM 5500 RPM
Redline 6300 RPM
NOTES: This camshaft must be installed by the “Lift at TDC”.
NV 4500 $900.00
Early 6.34 1st gear NV 4500 with AA Jeep 4.0L bell housing, shift fork, slave cylinder and master cylinder. It uses a stock Jeep clutch. The output shaft is still 32 spline GM model. I used my Jeep NP231 with a GM 32 spline input shaft. You can still convert it to 23 spline with a new tail housing and main shaft, or you could even use a GM transfer case. I last used this transmission 8 years ago before I joined the army. It worked well before it was pulled and put in storage. I will open the top cover for anyone that wants to inspect it. The fluid is old and will need to be replaced, you will also need the AA pilot bearing and you will need the GM Shift fork boot as it is old and cracked.
Thanks,
Rob
719-391-3890
The original owner destroyed 3 camshafts within 10,000 miles. The 3rd camshaft was installed without the front retainer button and spring. The cam bearings will need to be replaced and I would look at the other bearings while the block is apart. The piston and the cylinder bores look excellent. The crosshatch is still visible and the are no grooves or lips in the cylinders. I also have a new timing chain cover, new stock style timing chain, misc. gaskets, thermostat housing. I also have a spare 4.0L block with 1 bad rod that I was keeping in case there was any damage to the stroker block.
The Hesco/Patriot/etc Aluminum Head has been checked out, flowed and CC'ed, and new seals and springs were installed.
I have a Custom Camshaft new in box by Camshaft Innovations that is ready to install. The matching dual valve springs have already been installed on the head.
The conclusion from the machine shop and cam grinder was that the originally installed valve springs were inadequate. The spring rate was similar to stock valve springs but the 3 camshafts were performance camshafts. There was evidence of valve float and some of valves seals were torn probably due to coil bind or not enough clearance.
Here is the Data for a Hesco head as measured by McCabe Motorsports:
Intake valve: 2.00"
Intake Port Volume: 138 cc
Intake Valve I/H: 1.610"
Original Spring pressure on seat: 95lbs (New match springs have been installed)
Original Spring pressure open at .400" lift 215lbs (New match springs have been installed)
Coil binds at 1.050" (Original springs)
Spring Diameter: top 1.205" bottom 1.330" (Original springs)
Retainer material: steel
Chamber volume: 59.6cc
Exhaust valve size: 1.550"
Exhaust port volume 76.4cc
Exhaust Valve I/H: 1.615"
Head flow data @ 28"
Lift Intake/Exhaust
.100 74.5/55.4
.200 134/92.8
.300 183.3/116.8
.400 226.5/131.2
.500 255/142.4
Custom cam specs
Camshaft Measurement Intake Exhaust
Duration at .020” 235.15 247.06
Duration at .050” 211.85 220.23
Duration at .200” 123.34 125.35
Lobe Lift .29762” .28680”
Rocker Ratio 1.6 1.6
Gross Lift .476” .459”
Designed Lobe Centerline
114.36 ATDC
117.68 BTDC
Open at .050”
-8.44 BTDC (or 8.44 ATDC)
47.80 BBDC
Close at .050”
40.29 ABDC
-7.57 ATDC (or 7.57 BTDC)
Lift at Top Dead Center à
.0307” @ 114.36 In. Center .0349” @ 117.68 Ex. Center
Spring Recommendation The Ci springs installed at 1.800”. At 1.800” I/H:
Seat Pressure = 125#
Open Pressure = 293# at 1.324” or .476” lift
Spring Rate = 352 lb/inch
Cranking Compression 187 PSI
Vacuum At Idle 19.4 Inches
Idle RPM 750 RPM
Peak Torque RPM 3700 RPM (The power curve is very flat)
Peak Horsepower RPM 4800 RPM (The power curve is very flat)
Starting Shift Point RPM 5500 RPM
Redline 6300 RPM
NOTES: This camshaft must be installed by the “Lift at TDC”.
NV 4500 $900.00
Early 6.34 1st gear NV 4500 with AA Jeep 4.0L bell housing, shift fork, slave cylinder and master cylinder. It uses a stock Jeep clutch. The output shaft is still 32 spline GM model. I used my Jeep NP231 with a GM 32 spline input shaft. You can still convert it to 23 spline with a new tail housing and main shaft, or you could even use a GM transfer case. I last used this transmission 8 years ago before I joined the army. It worked well before it was pulled and put in storage. I will open the top cover for anyone that wants to inspect it. The fluid is old and will need to be replaced, you will also need the AA pilot bearing and you will need the GM Shift fork boot as it is old and cracked.
Thanks,
Rob
719-391-3890
email addy.
And I am in the process of rebuilding an engine.