Blue Flame, All Out

[driller]

I'm just starting to work on the Blue Flame (when I can find the time) and I have decided either before or just after the body work, I am going all out on the engine and doing a fully forged bottom end to go along with the already ported heads and custom cams.

I have had this in the planning stages for a while and I have decided to quit putting it off and just do it.

I want it to be a high-compression naturally-aspirated build. I'm on the fence with the stroker kit, but I realize the value of the added cubes. Nitrous would likely be in the future for the track and possibly a water alcohol/methanol injection setup for the street.

The heads and cams were from Fox Lake Racing and he will be my first contact for the shortblock. MMR, Livernois and ModMax are also some places I've researched. The Aluminator short block is also on the short list.

The driveline already has virtually everything else done including a built transmission, high-stall converter, MMX driveshaft, 4.30 gears with a Detroit Tru-Trak differential with just about every brace you could imagine except a true driveshaft loop.

So, let's get this discussion started. What are the best parts and what would your choices be? How much compression and how do we get there?

Anyone got a good spare Teskid block laying around? :biggrin1:

[Dirtyd0g]

John give me a call I have something ideal for you.
Alan

[MBH]

Nice, can't wait to see the end result!!

[AdamantiumSilvr]

Good luck with the build, I can't wait to see it n check it out makin some passes!!

[driller]

Anyone here have experience to relate using a FRP Boss 5.0L modular block?

A stroker kit on the 3.700 bore will yield about 5.3L displacement. Cranking the CR up on a combo like that should give around 500 HP at the flywheel?

[driller]

I am seriously considering the following...


FRP Boss 5.0L Modular block
Kellog 4340 Forged Stroker Crankshaft
Manley 4340 H-beam Rods
Custom Diamond 2618 Forged Dome Pistons w/ valve reliefs
File Fit Moly Rings
Melling High Volume Oil Pump w/ Billet Gears


...with the ported heads, Bullet cams, custom intake and Kooks headers currently on the car.

My only quandary at this point is the pistons. Whether to go with flat top pistons at approximately an 11:1 static compression ratio or custom domed pistons for even higher compression.

Thoughts???

[Balaska347]

I like the flat tops at 11:1. The only thing I dont like is the high vol. pump. I would only run a standard pump but a good quality one.

[driller]

I like the flat tops at 11:1. The only thing I dont like is the high vol. pump. I would only run a standard pump but a good quality one.

I believe the flat tops leave more options for later down the road, should I ever change my mind on a power adder.

With a build of this level, I do not want to 'cheap out' on an oil pump. I thought the DOHC required a high volume pump?

[Balaska347]

You could be right with the DOHC, I would not know that. I know there is no need for a high vol. on most push rod engines. With the high vol pumps you usually need a different pan to hold more oil because of the extra vol or youll suck the pan dry. This may be different with the DOHC.

[driller]

Yep, the DOHC use the high volume pumps, they are an 'upgrade' on the SOHC.

Fox Lake Racing will be doing the build on the new motor. :smile:

Only the final piston and cam selection remain to be determined. I told him I didn't want to leave anything on the table but I didn't want to create a future nightmare either. Right now we're probably at closer to 11:1 rather than 12 or higher static compression ratio. The primary concern is dynamic compression with the stroker, big bore and possibly bigger cam.

A 323 cu in / 5.3L 'Boss' Mark VIII soon to come. :rockon:

[driller]

What is the the best crank damper for high revs (8000 rpms)? I currently have the Steeda underdrive crank pulley the stock 4.6L DOHC motor and it is SFI rated.

With the forged crank, I will need an 8 bolt flex plate, certified I presume to spin at 8K. Any recomendations?

Besides the obvious reciprocating internal parts, what other considerations should I be thinking of with a high revving modular motor?

:gossip:

[Dirtyd0g]

I have you covered on the flexplate JP, I suggest contacting Thomas A about the balancer.
Alan

[driller]

Update...

Block machine work is done except for the final honing of the cylinders and the rotating assembly is ready to be balanced.

New camshafts are ordered. I'll leave the final specs for the builder but we were talking about 230ish at 0.050" with a 0.480" lift and around 113* LSA.

I need to order a SFI damper, windage tray and a SFI flexplate... soon. :smile: