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  #1  
Old 05-30-2015, 08:26 PM
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Started a new project.

Since my signature car is working perfectly, I decided to look into the Hemi to see where the oil pressure is going. Surprisingly, it's a very easy engine to remove. Turns out the lifters are very loose in their bores, that's where the oil is going. They can be sleeved back to standard size. Looks like it will also need a crank, as it's undersize beyond specifications. Note that the rings aren't even broken in, their end gap is well within specs. It's built like a tank, I guess that's what was needed for NASCAR racing back in the day.

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Started a new project.-dscn0768.jpg   Started a new project.-dscn0773.jpg   Started a new project.-dscn0776.jpg   Started a new project.-dscn0777.jpg   Started a new project.-dscn0778.jpg  

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Old 05-30-2015, 09:18 PM
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What car did did it come from?
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  #3  
Old 05-30-2015, 09:26 PM
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Any history on the motor? ( rebuilds , miles )

I'd be real concerned about the standard eyelet retaining rings for the piston pins. At high RPM the locks can distort and escape the bore with predictable results. Spiro locks are much better but have a go at research for your self as it's your motor.

Go to Speedtalk.com there are some very sharp people there.
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  #4  
Old 05-31-2015, 12:01 AM
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my guess would be out of the coronet it's setting in front of.66?so how many miles on it to wear the lifter bores out?
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  #5  
Old 05-31-2015, 01:54 AM
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I don't recall '66 Coronets having Hemis? 383? Possibly, but not a Hemi. Likely a 318.
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Old 05-31-2015, 05:58 AM
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I am amazed that the crank is overly worn. It is steel I assume. It must have been driven with very dirty oil for a long time. What a robust motor!
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  #7  
Old 05-31-2015, 09:41 AM
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Quote:
Originally Posted by Skid Row Joe View Post
I don't recall '66 Coronets having Hemis? 383? Possibly, but not a Hemi. Likely a 318.
It's an original hemi car, not a clone, or "tribute car", the PC terminology used today. Actually, the engine ran perfectly, no noise, smoke, or blowby. The problem started when I installed an oil pressure gauge, and watched it drop below 10# on a hot engine. It also had a small leak at the rear main seal, I wanted to install the period-correct solid lifter cam, and I have to do some work on the RH exhaust manifold, so I figured the easiest way to deal with it was to pull the engine. I know some of the history of the car, it would appear it was drag raced at one point, which could explain the demise of the original engine. The block was cast in May of 1970 and is not VIN stamped, which tells me this was a service block or service engine. The VIN pad is stamped with the name "JOE LENNON", whoever that is. When I had it in the stand, the first thing I did was run the oil pump with a drill and saw the oil flood out around the lifters. They all have about .008-.009" clearance, but the spec is about .0015". I don't know if they wear this way or if it was not machined properly at some point. The passenger side bores have already been sleeved, but they're just a loose as the virgin side. The crank was obviously cut at some point, but it's way below factory specs. for an undersize. The good news is that the cylinders are only .010 over, and the rings are at the low spec. on their gap. They're not even broken in yet.
295 Coronet 440's were built with the hemi option in 1966. Here are a few more pictures. http://www.peachparts.com/shopforum/open-discussion/360233-got-new-project.html
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  #8  
Old 05-31-2015, 03:04 PM
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Quote:
Originally Posted by rscurtis View Post
It's an original hemi car, not a clone, or "tribute car", the PC terminology used today. Actually, the engine ran perfectly, no noise, smoke, or blowby. The problem started when I installed an oil pressure gauge, and watched it drop below 10# on a hot engine. It also had a small leak at the rear main seal, I wanted to install the period-correct solid lifter cam, and I have to do some work on the RH exhaust manifold, so I figured the easiest way to deal with it was to pull the engine. I know some of the history of the car, it would appear it was drag raced at one point, which could explain the demise of the original engine. The block was cast in May of 1970 and is not VIN stamped, which tells me this was a service block or service engine. The VIN pad is stamped with the name "JOE LENNON", whoever that is. When I had it in the stand, the first thing I did was run the oil pump with a drill and saw the oil flood out around the lifters. They all have about .008-.009" clearance, but the spec is about .0015". I don't know if they wear this way or if it was not machined properly at some point. The passenger side bores have already been sleeved, but they're just a loose as the virgin side. The crank was obviously cut at some point, but it's way below factory specs. for an undersize. The good news is that the cylinders are only .010 over, and the rings are at the low spec. on their gap. They're not even broken in yet.
295 Coronet 440's were built with the hemi option in 1966. Here are a few more pictures. http://www.peachparts.com/shopforum/open-discussion/360233-got-new-project.html
Damn, just damn! That's awesome history to learn! There's a MoPar guru in the Pacific Northwest that seems to be the gospel go to guy in authenticating whatcha have, as per serial numbers when you want to authenticize an old Chrysler muscle car. My neighbor is in the process of doing just that to a car he bought last year from the Seattle area. A '64 2-door hardtop Fury.
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Last edited by Skid Row Joe; 06-03-2015 at 07:32 PM.
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  #9  
Old 05-31-2015, 11:51 PM
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Nice to see the pictures - sorry to hear about the oil pressure trouble - you should have just carried on with the other thread...

...what are you going to do about the crank?

...what are you going to do about the lifters?
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  #10  
Old 06-01-2015, 08:16 AM
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You're right about the thread. I assume the crank will have to be replaced. The lifter bores will be sleeved and honed to size. The nice thing about this engine is that I can go to the local Dodge dealer and buy parts for it.
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Old 06-01-2015, 08:47 AM
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Quote:
Originally Posted by rscurtis View Post
You're right about the thread. I assume the crank will have to be replaced. The lifter bores will be sleeved and honed to size. The nice thing about this engine is that I can go to the local Dodge dealer and buy parts for it.
Having a local helpful dealership is almost worthwhile paying extra for the parts! I have a good relationship with the parts counter at my local MB dealership - so much so the chief mechanic often stops when he sees me to ask what silliness I'm up to at the moment.

I hope your Dodge dealer experience works out nicely for you.

Bummer about the crank - though I guess that might be cheaper to source on the internet. Seeing as you've got everything out, are you thinking about balancing the parts (equal piston weights etc)? With the drag racing history, however, this might not be necessary as it could already have been done...
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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!
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  #12  
Old 06-03-2015, 05:22 PM
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Took the parts to Ray Barton today. He told me that those are 12.5:1 compression ratio racing pistons. I can't believe how well it ran on pump gas. It's getting honed to .030, new pistons, rings, rods and crankshaft, in addition to having the lifter bores sleeved. It should be much better than new when it's done. The rotating assembly will also be balanced. I'm going to have to go into the mattress on this one.
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  #13  
Old 06-03-2015, 07:51 PM
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Quote:
Originally Posted by rscurtis View Post
Took the parts to Ray Barton today. He told me that those are 12.5:1 compression ratio racing pistons. I can't believe how well it ran on pump gas. It's getting honed to .030, new pistons, rings, rods and crankshaft, in addition to having the lifter bores sleeved. It should be much better than new when it's done. The rotating assembly will also be balanced. I'm going to have to go into the mattress on this one.
It'll probably be worth it. Your Coronet is that Old School rare, that it will command the bigger dollars going forward IMO. The early 1960s MoPar, Old School Hemis, are rare. King Richard Petty became the one to beat in Winston Cup NASCAR - because he was running the Hemi. Ford had to play catch-up with the 427 c.i. to compete.

What are the miles since being overhauled on the 426 would you estimate? Since you're finding such wear?



*Xtra info on my neighbor's '64 Fury 2-door hardtop 426 c.i. 4-speed: It's been re-painted (white), but it's sounding possible that the rest of the entire car is original. IF, it is, and it's that ultra-rare - then - according to the Pacific Northwest MoPar Guru - it may be that he's sitting on a Super Old School MoPar at a cool $100K in present value/worth.

Backstory on the Fury: Neighbor saw it on YouTube at/from the same dealer - KustomKars in suburban Seattle, WA. that Tyler Hoover bought his old early '60s 2-door, non- air-conditioned Chrysler Imperial from.

Procured it from KustomKars somewhere around $22K - delivered. This approx. 1.5 to 2-years ago.

There's a YouTube (or was) on the ride-along with the boys from KustomKars on the Net, when it was FS.
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Last edited by Skid Row Joe; 06-04-2015 at 03:58 PM.
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  #14  
Old 06-04-2015, 06:05 AM
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X2 well worth it!

Besides the princess will always feel the pea even if the mattress has a little bit less stuffing in it

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!
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