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Author Topic: Performance/economy upgrades for Mopar Small Block  (Read 13444 times)

Steve

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Performance/economy upgrades for Mopar Small Block
« Reply #45 on: February 19, 2010, 05:55:46 PM »

I've heard of B & M. . .  I have to make sure they have one for the magnum
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Steve

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Performance/economy upgrades for Mopar Small Block
« Reply #46 on: February 19, 2010, 06:55:08 PM »

Quote from: POLARACO
I've heard of B & M. . .  I have to make sure they have one for the magnum

B & M does not have a flex plate for a 518 trans.  They only have dual bolt pattern standard flex plates for the 727, non-EFI engines.  I have to use a standard 5.9 converter.
 
I'm just going to weld the weights on the converter Lea.  For $23.00 vs. $189.00 it's worth it.  I have to buy a 5.9 flex plate anyway.  Apparently the 5.2 is different.
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glen cyr

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Performance/economy upgrades for Mopar Small Block
« Reply #47 on: February 19, 2010, 07:24:28 PM »

Steve,..check out the flexplates near the bottom of this page and also the lock-up switch conversion. Very interesting. http://www.transmissioncenter.net/727transmission.htm

Glen
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Steve

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Performance/economy upgrades for Mopar Small Block
« Reply #48 on: February 20, 2010, 06:04:00 AM »

SOS Glen. . .I already have a flex plate for it.  The crank sensor is in the back of the motor and reads the flex plate with a hall effect sensor.
 
I'm using the factory EFI system to control the trans
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Performance/economy upgrades for Mopar Small Block
« Reply #49 on: February 20, 2010, 09:11:54 AM »

The question I have is, did the 5.2 become external balance when they went to the Magnum design, or did she stay internal balance like the 318/340? This would depend as to whether or not the counterweight is needed or not. I did some converter checking but I can't tell for sure whether the couterweight is needed or whether the flex plate takes care of the balance after looking at a good dozen different companies. Got me on this one.
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Steve

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Performance/economy upgrades for Mopar Small Block
« Reply #50 on: February 20, 2010, 12:07:53 PM »

Like the LA's, the 360 and the 5.9 are externally balanced.  The smaller displacements must have a steel crank.  Makes no sense to me, but that's how it is.
 
The Flex Plate is different too.  Not sure where the difference is until I get the two motors side by side.  If I ever get this damned thing together. . . .  It will be the end of Msrch for the swap.
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Performance/economy upgrades for Mopar Small Block
« Reply #51 on: February 20, 2010, 04:17:04 PM »

Quote from: POLARACO
Like the LA's, the 360 and the 5.9 are externally balanced.  The smaller displacements must have a steel crank.  Makes no sense to me, but that's how it is.
 
OK, then it remains the same, but the question then becomes, is it the bolt pattern at the flex plate to torque converter that is different (two patterns, large and small, small for an 11 inch torque converter, large for 12 inch torque converter), neither of which are balanced but don't interchange, can be on either size engine, balance is on the converter, and of course you now have a 5.9 in the place of a 5.2, you have the harmonic balancer but not the counterweight for the torque converter, got it. And since the tranny is fine, the least expensive way is to follow the directions as to where to put the counterbalance and weld it onto the original 5.2 tranny, got it, has to cost less than a different couterbalanced (B&M takes a big chunk out of the flex plate to make it work) flex plate.
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Steve

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« Reply #52 on: February 20, 2010, 05:19:44 PM »

Yeah. . .For 20 bucks they give you the weights and a template to add weights to the converter.  That's the route I am taking.  You can't put a balanced converter on a 5.2, but the 10" bolt pattern should be the same.
 
I just don't know the difference in the flex plate.  Both are 6 bolt.
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Steve

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Performance/economy upgrades for Mopar Small Block
« Reply #53 on: February 20, 2010, 06:44:57 PM »



We know that carbon likes to stick to anything it can get it's little grips on.  I decided, since I was rounding the edges anyway, to polish the back of the valves.  I did this with some 80 Grit emery, followed by some 320 emery.  It's not perfect, but a heck of allot smoother than it was.  I did the faces too, you can see them in a couple of pics back.   As you can see, untouched valve is on the left.  It seems to me the stainless valves come this way already.

With all the detergents in the gasolines today, carbon build up is supposed to be reduced.  I know I had an oil leak on the intake on Polaraco last year and lifted the intake.  The Hughes intake turns the injectors more towards the valve.  The intake valves were really very clean.   For the hell of it, I did the exhaust valves too.

ED!  This is allot of freakin work!  It better pay off!!! Or I'm gonna'


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Steve

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« Reply #54 on: February 20, 2010, 06:46:15 PM »

OK  so how can you do this?

Fix an electric drill in a vice or use a drill press.  I used a drill press.


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Stitcherbob

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« Reply #55 on: February 20, 2010, 07:08:40 PM »

or fish a vintage Snap-on valve grinding machine from the dumpster of a local Volkswagen dealership....

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Steve

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« Reply #56 on: February 20, 2010, 07:17:06 PM »

That doesn't do the faces of the valves, only the seats.  Good luck getting parts for that
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glen cyr

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« Reply #57 on: February 20, 2010, 08:11:20 PM »

[/QUOTE]  
 
OR....if low budget tools are your forte'........a little duct tape......
 
Glen
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Performance/economy upgrades for Mopar Small Block
« Reply #58 on: February 20, 2010, 08:20:24 PM »

PRETTYYYYYYYYYY.

I never said it was easy, just that it was effective in the improvement of flow, thus power, thus efficiency.
You have a problem with these plusses?
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Steve

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« Reply #59 on: February 21, 2010, 05:58:12 AM »

Quote from: dana44
PRETTYYYYYYYYYY.

I never said it was easy, just that it was effective in the improvement of flow, thus power, thus efficiency.
You have a problem with these plusses?

   
 
No. . .I just needed an butt to kick last night.  
 
I'm enjoying it. . .   I know what the rewards will be.  I have been getting some flack about the roughness in the cylinder heads
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