This is the Tanks Inc. fuel...
This is the Tanks Inc. fuel pump, along with a sock and lower baffle, to act as a reservoir to prevent fuel starvation during hard cornering. It also allows the use of the factory sending unit. Attention is paid to ensure the fuel pump does not interfere with the sending unit float.
Once everything fit and was...
Once everything fit and was correct, the fuel pump module was bolted to the tank with a cork gasket in between.
The next step was to raise...
The next step was to raise the tank to attach the fuel lines. Fuel injection uses two fuel lines, a supply and a return. The fuel pump module has provisions for both. Once the fuel lines are secured, the tank can be raised into place and the straps attached. After buttoning up the T/A, all the work was rechecked, the engine was started and the system was checked for leaks. Street driving a few hundred miles followed and then it was off to the chassis dyno.
|SD-455 ENGINE SPECS |
|Engine Displacement || 463 ci |
When the SD arrived at RaceKrafters,...
When the SD arrived at RaceKrafters, it was running on the EFI system. We made three pulls to establish an accurate baseline. Air/fuel ratio was monitored and each run was made with a large fan in front of the engine and at the same coolant temperature.
|BOTTOM END |
|Block || 1974 SD-455 |
|Deck Height || 10.210-in |
|Crankshaft || SD-455, 4.210-stroke |
|Rods || Eagle H-beam, forged steel, |
| stock length |
|Pistons || SRP 4.185-in forged flat-top with |
| valve reliefs |
|Compression Height || 1.480-in |
|Piston-to-Deck Height || Zero |
|Rings || Perfect Circle |
|Rod Bolts || ARP |
|OILING SYSTEM |
|Oil Pan || Stock |
|Oil Pump || Melling high volume |
|Casting Number || #16 Round-Port SD, ported |
|Combustion Chamber Volume || 98ccs |
|Compression Ratio || 9.49:1 |
|Valves, Intake || Ferrea ss 2.11-in |
|Valves, Exhaust || Manley ss 1.77-in |
|Angles used in valve job |
|Intake || 30-45-60-75-82-deg 30-45-60-75-82-deg |
|Exhaust || 30-45-55-82-deg |
|Head Bolts || ARP |
|Rocker Arms || Comp Cams roller, 1.65:1 |
|Pushrods || Comp Cams, High Tech, 5/16-in dia., |
| 8.650-in long |
Scott Roschel from RaceKrafters...
Scott Roschel from RaceKrafters executed all of the chassis dyno testing.
|Brand || Comp Cams hyd. roller, 224/230-deg dur. |
| at.050, .552/.561-in lift, 110-deg LSA |
|Installed Position || 105.5-deg |
|Lifters || Comp roller |
|Valve Springs || Comp Cams, dual |
|Seat Pressure || 121 lbs |
|Open Pressure || 328 lbs |
|Timing Chain || Double roller |
|Carb || Barry Grant 750 Demon |
|EFI || Mass-Flo MAF and 1,000 cfm |
| throttle body |
|Intake Manifold || Edelbrock Torker II single-plane |
|Distributor For EFI || Mallory from Mass-Flo |
|Distributor For Carb || MSD Pro Billet |
|Hooker Super Comp || 1.875-inch headers |
|Collectors || 3.5-inches |
The fuel pressure and ignition...
The fuel pressure and ignition timing were altered to get the most power from the EFI system before the author removed the throttle body and prepared for a swap to the Demon carburetor.
The Demon caburetor required...
The Demon caburetor required a distributor swap to an MSD Pro-Billet unit since the Mallory system had no provision for a centrif-ugal advance. An MSD coil and 6A ignition box were temporarily installed and duct-taped in place on the cowl and fender, respectively.
Since a low-pressure fuel...
Since a low-pressure fuel pump was required for the carburetor, the fuel system from the engine dyno cell was wheeled over to the chassis dyno. This made the swap very easy.
With the Demon carburetor...
With the Demon carburetor and MSD ignition in place, Bob Wise and Scott set the timing to the specifications from the engine dyno session.
The carburetor baseline was...
The carburetor baseline was done with the same #76/#83 jets that performed the best on the engine dyno.
Since the hood did not need...
Since the hood did not need to close for the testing, we used the same air filter element and top for both fuel delivery methods.