Actually my plan was to balance the rotating assembly. I hadn't thought of matching the 312 pistions to 292 specs. I figured if I balance the rods and pistons then have the crank done to their current weight it would work. Is that correct? Also, do I still want to go with a zero deck height with the McCullouch? Any recommendation on ring gaps? I've been told to open up the top ring to 20-24 thousandths. If budget permits I have a set of 113 heads that need redone. I know the ECG's I'm running now give higher initial compression but do the 113's flow better? I also plan to finally port match the heads with the intake and exhaust but will do little else than clean up the runners.

One day I too will have an engine that will run! Thanks for all the help and advice, Chuck in NH

Y's guys rule!
Looking for McCullouch VS57 brackets and parts. Also looking for 28 Chrysler series 72 parts. And early Hemi parts.

MoonShadow, 292 w/McCulloch, 28 Chrysler Roadster, 354 Hemi)
Manchester, New Hampshire

Chuck:

My car picked up a couple tenths in the quarter when I went from .010 to 0 deck.  I am running lower comperssion heads than you are, but also more boost.  The 113s have the big intake valves and ports, should flow better.

Balancing the rotating assembly is a good idea, as Ted recommended.  I run .020, .016, and .016 ring gaps.  I have seen evidence of the ends butting on the top ring when I tried to run them at .016.  Oil ring gaps are not critical as long as they have enough.  Space the rail gaps 180 degrees apart and they'll do fine.  Did you get your throttle kickdown linkage, carb secondaries,  and fuel pump issues fixed?  I want to see Moonshadow in the 15s this year, or better yet, in the 14s.

John

John - "The Hoosier Hurricane"

Not really. I have a new kick down rod coming. Mine was made of two old ones welded together. I think the length could be off which would explain the shift passing gear problem. I've always manually shifted it anyway. With a little luck I may still get an AOD into it this year. I have everything except the transmission (got screwed on EBAY).

I thought the G heads were the same basic valve setup as the 113's but a small chamber? Nothing done on  the carb yet. Ted did put in the plastic floats for me last year. That was a big part of it. I find it difficult to understand why the 600CFM manual secondary dosen't work correctly. I have a vacume secondary 600CFM but I'm not sure how to boost reference the secondaries.

I've also wondered if I'm shifting past the power range. I've been going up to 5500-5800 and it could be too much.

I have given a little thought to going to Dearborn in August to the Woodward cruise. It's two weekend before Columbus. I could visit my daughter on the way out and then make a run to "Farmer Johns Racing Emporium" for a few days before the event. If you are willing that is? Chuck

I've been embarrased for too long with how the car runs! It's way too slow for what it has. Could be driver!

Y's guys rule!
Looking for McCullouch VS57 brackets and parts. Also looking for 28 Chrysler series 72 parts. And early Hemi parts.

MoonShadow, 292 w/McCulloch, 28 Chrysler Roadster, 354 Hemi)
Manchester, New Hampshire

Chuck:

You typed ECG for your present heads.  Are they ECZ-G?  If so, the difference between them and the 113 are negligible.  If they are ECG-something, they will have the smaller intake valves.

Come on down after Woodward, no guarantees of making it faster, but we can try.

John

John - "The Hoosier Hurricane"

Oops they are ECZ-G heads. I just heard the 113's were the thing for superchargers. G's are higher compression. Not looking for any guarentee's just want to make use of your experience and talents. Chuck

Y's guys rule!
Looking for McCullouch VS57 brackets and parts. Also looking for 28 Chrysler series 72 parts. And early Hemi parts.

MoonShadow, 292 w/McCulloch, 28 Chrysler Roadster, 354 Hemi)
Manchester, New Hampshire

Chuck,

          You're going to have to put a boot around the secondary Vacuum link and then plumb a line to the air horn to make the vacuum work right. The mechanical should work without that, shouldn't need any changes. Might be something wrong. do you have enough fuel and fuel pressure yet?

                                           Frank

Frank/Rebop

Bristol, In ( by Elkhart) 

Fuel pressure Idles at 4lbs and goes to 10lb with boost ref. There was a lot of discussion about the manual secondaries not being the way to go with the supercharger. Not sure why though. Also the carb is a 600CFM double pumper. Could be just too plain big! As you well know I definately not a carb guy so?? I went to the Holley site and ran their calculator came up with a 390CFM or 570CFM recommendation for a non supercharged engine. Not sure how the blow through setup changes that. AnyHoo thats were I am right now. Chuck

Y's guys rule!
Looking for McCullouch VS57 brackets and parts. Also looking for 28 Chrysler series 72 parts. And early Hemi parts.

MoonShadow, 292 w/McCulloch, 28 Chrysler Roadster, 354 Hemi)
Manchester, New Hampshire

Chuck,

     The 570 should work, I think the 390's too small for your motor. The 390 is more of a V-6 or very small V-8 thing anyway.

      Let me think about how to do it, Jerry Ponder showed us how on the Teapots, but that was easier to reference than a 4160 series.

                                                           Frank 

Frank/Rebop

Bristol, In ( by Elkhart) 

From what I read you have to plug up all external air sources and then run a reference line to the top(?) of the vacume diaphram. Seems that shouldn't be too hard. Finding and plugging the holes/vents may be the hardest. I can drill and tap the top for a hose connection and then run it from the supercharger. I'm always leary of things I havn't done before. Chuck

Y's guys rule!
Looking for McCullouch VS57 brackets and parts. Also looking for 28 Chrysler series 72 parts. And early Hemi parts.

MoonShadow, 292 w/McCulloch, 28 Chrysler Roadster, 354 Hemi)
Manchester, New Hampshire

Chuck,

           Wrong side of the diaphragm. The side with the link, that's now open to atmosphere, has to be closed off and referenced to the air horn.

                                               Frank

Frank/Rebop

Bristol, In ( by Elkhart)