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New Skool 331 Caddy Build

Discussion in 'The Hokey Ass Message Board' started by c322348, May 20, 2013.

  1. Hendee
    Joined: Sep 12, 2009
    Posts: 155

    Hendee
    Member

    Thanks @c322348. Interesting that the Egge set is almost double the cost of the FelPro set. I’m looking for quality over low price. Anyone have good knowledge of why the price difference? Is the Egge set better quality or just pricy? Have never purchased from Egge yet, but this maybe my first order.


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  2. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    My rebuilder orders from them, might just be for convenience because they are local.
     
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  3. Roothawg
    Joined: Mar 14, 2001
    Posts: 19,723

    Roothawg
    Member

    I am sure it's because they buy them and mark them up. Egge is a dealer not a manufacturer.
     
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  4. ls1yj
    Joined: Sep 14, 2011
    Posts: 472

    ls1yj
    Member
    from Kentucky

  5. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    Yes! The engine is finally in the chassis with the trans installed. Naturally the FatMan Fab ‘50 Ford aftermarket steering doesn’t clear the engine due to the modified engine location. I’ll need to put the stock parts back in. Once the engine is settled in I’ll get the driveshaft length reset. It was modified to fit the 1960 Vette SBC installed when the original Caddy engine expired.


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  6. ls1yj
    Joined: Sep 14, 2011
    Posts: 472

    ls1yj
    Member
    from Kentucky

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  7. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    No, I'll do a chassis dyno run when the car is done. Right now I don't have the induction system fabrication complete yet.
     
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  8. ls1yj
    Joined: Sep 14, 2011
    Posts: 472

    ls1yj
    Member
    from Kentucky

    Understood.. we are really looking forward to your result...!!


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  9. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    Me too! Two steps forward and one step back as expected. Guaranteed to mess up the best laid plans.
     
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  10. Kirby50
    Joined: Nov 4, 2012
    Posts: 14

    Kirby50
    Member
    from san diego

    Just Got done reading this whole thread! Love the work, did it ever make it on to a dyno?
     
  11. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    No, I'm slower than slow. The engine is sitting in the car and I'm finalizing the mounts. I was most recently delayed when the oil pan interfered with the steering.
     
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  12. anybody know where I can buy a rebuilt 390 caddy moter
     
  13. Try Tony Ross of Ross Racing Engines, he is Goatroper02 on here. He specializes on early Olds and I believe he does Cadillac also.

    Ross Racing Engines
    1763 North Main St
    Niles,Ohio 44446
    330-544-4466 w
    330-720-1282 c
    www.RossRacingEngines.com
     
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  14. ls1yj
    Joined: Sep 14, 2011
    Posts: 472

    ls1yj
    Member
    from Kentucky

    Saw runner on IG 390 complete for $2500

    Look up @partswapper and @lurch1961

    It will be at Pate Swap this upcoming weekend


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    Last edited: Apr 25, 2019
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  15. IronFord
    Joined: Jul 13, 2007
    Posts: 322

    IronFord
    Member
    from NoDak

    Any more updates on this? Very interesting build!
     
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  16. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    Unfortunately waiting for the rest of the car to get finished. No updates at this time.
     
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  17. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

  18. nrgwizard
    Joined: Aug 18, 2006
    Posts: 1,166

    nrgwizard
    Member
    from Minn. uSA

    Hey, c;
    FWIW, not a slam or putdown; just some thoughts from some long-term studies:
    While I'm partial to Studies, Cads are a kissin' cousin, same for Olds; like your project - thanks for posting & the info.
    You're going to like those carbs, = their main positive feature is the (almost) unlimited adjustability. Their main distraction is their (almost) unlimited adjustability... :D .
    Intake manifold looks really cool, but I'm pretty sure the log portion is going ruin(disable) the best part of the Webers/Dellortos, which is the IR configuration, resulting in hard-hitting throttle response, wide-range of carb-tuneability from idle -> wot & even fuel economy & topend power. W/the log I'm thinking you'll have soggy throttle response, hard tuning, etc. I'm thinking that carbs in the current location should have the runners extend to the opposite head, very much like Chryslers' long-runner manifolds of the early 60s'; or very short runners = just enough to mate carb bases to head should give you enough hood clearance? Don't know how good you are w/these things(I'm not[yet] - but read alot & have always been fascinated w/them, will be learning tuning on my 40 Dells in the near future), so if you want some good tuning advise, there is a long thread on an OT(acvw) site, that goes into every detail(downdrafts, not sidedrafts - but principle is same). There are 3 very good books on Webers/Dells, too. If you are interested, I'll post info here, or PM you. When you get this thing sorted, 5 dentists won't be able to remove the permanent grin from your face.
    Marcus...
     
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  19. Dayum...that looks impressive, now tell us about the waterpump modification please :eek::cool:
     
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  20. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    Log manifolds have been around for a long time and I sized them based on the displacement and expected RPM range. There is actually some science in what I’ve done. If need be I can always add some baffles on the inside of the log to reduce the volume.

    They guy that rebuilt the Webers and will do the tuning has a Chevy/Austin Healey with downdraft Webers and both a 327 Vette and a 350 Chevy in a Kellison with sidedraft Webers. He drives all of them on the street and keeps them in running order.

    Advice is always appreciated though. I don’t expect that it will run perfectly at the first startup, but if it at least can be made to run and drive I can go from there.
     
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  21. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    Haha! The original engine had no thermostat. Looking at the original photos I have from 1954, it appears they just cut off the top of the water pump, so I have done the same (and plugged the vent hole from the thermostat housing to the pump). It ran for 6 or 7 years like that back in the day, so I’m hoping it will be OK.

    The upper outlets in the heads are piped right into the top of the radiator as the return.
     
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  22. Impressive ! and thanks for the reply :D
     
  23. IronFord
    Joined: Jul 13, 2007
    Posts: 322

    IronFord
    Member
    from NoDak

    Nice to see some progress on this engine. Really cool build.
     
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  24. nrgwizard
    Joined: Aug 18, 2006
    Posts: 1,166

    nrgwizard
    Member
    from Minn. uSA

    Hey, c;
    Care to share on the intake manifold theory? Always willing to learn. I get plenums, n logs, but afaik(so far - :D ), they don't mix w/IR-type systems. Even on top of blowers or even turbos, their advantages are offset. Truly interested.
    I may have missed it, but since this is a new-school build, did you use bearing coatings, n the ultra-thin rings w/"almost polished" cyl walls(like the very newest oems)? Tighter bearing clearance to use very thin oils? TIA.
    Marcus...
     
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  25. c322348
    Joined: Nov 28, 2007
    Posts: 312

    c322348
    Member

    http://victorylibrary.com/mopar/log-c.htm

    The new skool part is using the 390 crank, BBC long rods and forged pistons, not to mention the log manifold design which is based on the original manifold the car used in the 1950s.
     
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