Don Terrill’s Speed-Talk

you need at least 30+ PSI pressure inside the block and head water jacket to make sure it is getting coolant swept in all areas. this is why pump cavitation causes overheating as there is no pressure in the block even if the coolant is circulating.

if the block is already clean for assy i would do the bearing insert

these were supercharged boat motors

after seeing 2 "dog bone" connectors break i quit using low price gear drives

cross drilled mains should not be used with full grooved main bearing inserts as it causes turbulence in the oil flow.

make sure the idle transfer slots are open .020 at idle or you will have an off idle bog till the fuel gets from the squirters to the throttle plates.

i leveled the pan on the bench and 1 quart at a time i filled the pan with water to the level i wanted to run. added 1 quart for the oil filter when filling the oil system. always use a 1/4 diameter inch oil pressure line to get a quick response to pressure change

popping in the exhaust can be caused by air leaks in the exhaust system.

GM uses kool nmuts on its circle track crate engines with stamped rockers to prevent the oil from overshooting the ball.

watched a dyno test on a 600 + HP race engine and then the top ring was then file fit to .125 end gap dynoed again and the engine lost less than 10 HP. lots of blow by but little HP lose

OC cast iron oval port heads were available on 1974 454 1/2 ton PU engines

OC heads fitted on a closed chamber race engine made 29 more HP even with less CR. this test was done at gulf research in pittsburgh

they were developed for the 302 trans am engine and they did not make enough more power to tool up to make them available on the open market where the $$$ are.

air has to get in for the cover to drain out and i used this type on my circle track engines.
https://behlingracing.com/images/a94618 ... 7141-1.jpg

GM did this on the L-88 corvette aluminum heads back in the 60s when assembling the engines.