Scored a HEMI from a Sox & Martin built Duster Update 21/1-07 See page 2

[Mefirst]

Update 21/1-2007

Well had a productive Saturday again in the garage.. Unbolted most of the stuff of the Hemi and -Damn the engine looks like brand new inside

Sadly I don't have any pictures to show, I forgot the camera at home Ill take some pictures next Saturday. My plan is to unbolt the crank and pistons so I can check the bearings.. Ill probably change out the bearings, even if they look good, maby an overkill, but I'm not cutting any corners, reason is the engine will be turning out some major horsepower..

The prediction is that the Hemi will be good for some 700Hp N/A and I'm planing on adding a Fogger nitrous system to add another 250-300Hp.. Reason is there is a small issue with a Chevy Nova and a Pontiac GTO that needs to be taken care off and a couple of other cars that Id also love to add to my "Killed" list.. The Mopar camp over here in Stockholm have sadly got our ass kicked for a long time, so I think its time to take care of this issue once and for al and to regain some leverage...

/Tom

[firefighter3931]

Nice.....good plan with the bearing inspection and replacement.  After your last experience i think you've learned to trust no one. 

Any ideas on a cam profile ? I'm thinking that this engine is gonna want to rev real high with the small displacement and big heads. A gear change might also be in order (4.56)


Ron

[Mefirst]

Ron

I haven't made up my mind about what cam to use yet.. Id like to use a some what aggressive cam profile, but keep the lift under .700, so that it wont kill the valve springs right away. The shift point will be at 7500RPM, so -Yeah, the engine will see some high rews. The thing that makes it hard is that the cam more or less has to be a compromise, because we lost the local track, so the cam profile I want, needs to work some what ok on the street, but still be aggressive..

I have thought about the gears to. The rear gears are right now 3.91, its probably not what the Hemi would like, but I will run those for now and do a change of gears later.. I don't want to change to many things right now, I haven't even had the chance to do a real test on how the car performs like it is..

/Tom

[THE CHARGER PUNK]

go with 4.10's

[firefighter3931]

Ron

I haven't made up my mind about what cam to use yet.. Id like to use a some what aggressive cam profile, but keep the lift under .700, so that it wont kill the valve springs right away. The shift point will be at 7500RPM, so -Yeah, the engine will see some high rews. The thing that makes it hard is that the cam more or less has to be a compromise, because we lost the local track, so the cam profile I want, needs to work some what ok on the street, but still be aggressive..

I have thought about the gears to. The rear gears are right now 3.91, its probably not what the Hemi would like, but I will run those for now and do a change of gears later.. I don't want to change to many things right now, I haven't even had the chance to do a real test on how the car performs like it is..

/Tom

Tom, the cam is gonna be tricky. The mild gears and stall will create some issues because the engine needs to be built to rev.  More than likely, you will be looking at a custom grind that is designed around those parameters. The duration will determine the operating range of the engine. 

Comp has some descent street friendly roller grinds that don't require killer spring pressures that you might want to look at. 



Ron

[Mefirst]

Tom, the cam is gonna be tricky. The mild gears and stall will create some issues because the engine needs to be built to rev.  More than likely, you will be looking at a custom grind that is designed around those parameters. The duration will determine the operating range of the engine. 

Comp has some descent street friendly roller grinds that don't require killer spring pressures that you might want to look at. 

Ron

Ron..

I know that the gears might not be optimal, but I have to start some where, if I don't, it will take two more years before the car is back on the road. But I'm not that worried, like the rear tires I have are not that high, like you usually see with cars running 4.XX gears.. so the gears might not be a really big problem after al. The rear tire diameter is 28" and the guys running with 4.XX or 5.XX gears usually run tires 2-4" higher in diameter... Also about the turbine, the stall is 3500Rpm so it might/should flash up to 4500Rpm behind the engine, so if the "typical" more or less aggressive roller cam will start to pull hard at 3500-4000Rpm then to my understanding thats right in the ball park. And a BB engine will never pull as hard off the line as a SB, its takes a while for the BB beast to really wake up...

Another thing, me an my buddy have no idea how the car itself will perform, like I have only done 4 passes at the track, and those passes did not say anything how the car works other than it rode straight. So we cant start to change stuff on the car, when we don't even know how the set-up works right now..

My buddy thought about using this cam profile that Indy uses, but its still just at an idea stage. We have also talked about a custom cam, but that also causes its own problems. We also talked about testing the flow of the heads, that might make it easier to chose a cam profile that would work..

Part # is 426-C1-H-R1

Dur. @ .050 is .268/.264
Lift with 1.6/1.55 is .660/.636
Centerline 110

Another problem is that the compression in the engine is @ 13.4:1, in other words NOT pump fuel friendly. So the compression causes some headache as well, need to get it down to around 12.0:1, then maby it will run OK with Shell V-Power 99Oct. (Unleaded)

..so the problem is more or less that everything needs to be a compromise right now, if not, well then it would take another year or two, until I have the car back on the road (money issues), and that would probably kill me so doing compromises at this point does not feel that bad. Reason is the car is not even close to being finished and ready, at this stage its just one more step towards final perfection, even though I have to make some compromises at this stage of the project...

/Tom

[firefighter3931]

Another problem is that the compression in the engine is @ 13.4:1, in other words NOT pump fuel friendly. So the compression causes some headache as well, need to get it down to around 12.0:1, then maby it will run OK with Shell V-Power 99Oct. (Unleaded)

/Tom

Yep, i see that as being the biggest issue....13.4 is wat to much for pump gas. A big cam can bleed off some cylinder pressure but that would have to be a really BIG cam !  Somehow you need to pull some static compression out of the engine so that it's pump fuel friendly and choose a cam with a later intake valve closing point to keep cylinder pressure in check. If you need some help send me a pm and i'll hook you up with an awesome cam specialist. 


Ron

[Mefirst]

Yep, i see that as being the biggest issue....13.4 is wat to much for pump gas. A big cam can bleed off some cylinder pressure but that would have to be a really BIG cam !  Somehow you need to pull some static compression out of the engine so that it's pump fuel friendly and choose a cam with a later intake valve closing point to keep cylinder pressure in check. If you need some help send me a pm and i'll hook you up with an awesome cam specialist. 

Ron

Ron

-Yeah, the compression is a major headache. I will try to use a .060 head copper gasket, with that the comp should drop to 12 something.

One solution that would make the compression problem go away, would be to run the engine on E85, cause of the high octane (105-106Oct) I have been reading allot about this conversion. Then again I would have to run a completely new braided fuel line that needs to be at least 1/2" in diameter, modify the fuel tank or mount a fuel cell, redo the carburetor, etc.. Right now I have a 3/8" fuel line. I will buy the Aeromotive SS electrical fuel pump, that pump has enough flow to even work with E85 and it also has a connection for the return fuel line..

If you have an E-mail to some camshaft Guru, you can PM me the e-mail addy or contact info. My buddy does have a connection with a Speedshop owner in New York. This guy used to seriously compete in dragracing. He mostly raced smallblock cars. His name is Richter (sp?) something. I have bought most of the stuff mounted on my car from him and he really does know engines and performance parts. He put together a couple of engines from my buddy's friends over in Finland, and they have done really well out on the track with those engines.. My buddy is going to ask him for some advise concerning the cam as well...

/Tom

[firefighter3931]

Tom, check your PM's.....you've got mail 



Ron

[Mefirst]

Tom, check your PM's.....you've got mail 

Ron

-Now you got mail to buddy

/Tom

[JrRacing_1]

Hey guys, my grand father has the 1973 pro stock London Heavy Challenger. I've Done some digging on the car trying to see if there was any history about the car, about 2 years ago. At first we believed it belong to Dick Landy but after digging deeper on the car we found out it was London Heavy with the Sox and Martin Hemi Engine. Recently I also found out that the car was driven in the U.S by Carmen Rotonda and I assume Dick Landy. My grand father has the challenger today with the hemi Engine itself  and 98% of the original parts such as the , complete original Motor, bell housing and almost everything especially the linco transmission and clutch. We slowly rebuilding the car due to other work we have. My grandfather bought the car from a guy in NY in the late 80s. But today the car still lives and should be coming back soon. Plz contact us if anything and if you guys have more pictures of the car plz let us know. We are located in Long Island, NY.

https://www.youtube.com/watch?v=CKCRoJK-wNw  ( Found this video of the challenger )  Skip to 2:10 to see the car racing in the U.S



Contact: Ramonjr426@gmail.com

[sccachallenger]

Double wow!
Glad you found this site.
Great to see pics of the Challenger, please share pics and progress as you can.