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 For the proper ring endgap,...  For the proper ring endgap, we used a ring filing tool with a grinding disc.  It’s important to mention...  It’s important to mention that rings should always be filed from the ring face toward the inside diameter to avoid damaging the face coating. Mulvey made sure to keep the endgaps square and filed until we achieved our desired 0.0032-inch ring gap. Then, we simply smoothed over the rings to remove any sharp edges or burrs.  Before installing the crankshaft,...  Before installing the crankshaft, Mulvey installed each main bearing by matching the bearing tangs with each saddle in the block. From there, he applied a small amount of engine assembly lube to each main bearing. These COMP Cams Elite Race solid-roller lifters are trick and come with a myriad of features. Some of these are the exclusive body design that don’t include an oil band, which maximizes rigidity and reduces lifter bushing wear. The body is manufactured from CNC-machined SAE 8620 steel alloy, with steel alloy wheels that have been micro-polished and micro-sized and needles that are made from 52100 bearing steel and micro-sorted with a controlled contour profile. While the construction and body design make them incredibly strong, they are also lightweight, with each lifter weighing less than 100 grams. They also have oversized (0.400-inch) axles that are dual-pinned, have captured link bars and an exclusive modular pushrod design that allows the pushrod insert to be swapped out for centered, left, or right offsets. These lifters also have a patent-pending oil control through the pushrod insert; engine builders can modify the lifters to meter extra oil to the top as desired.  Once the crank was set into...  Once the crank was set into place for final, Mulvey placed each cap onto the block to lock in the crank. Then, beginning with the center cap and working outward, he torqued each cap down to 105 ft-lb, using a 1/2-inch socket. We made sure to apply a healthy amount of ARP Ultra-Torque assembly lube to each bolt prior to threading it into the block. Afterward, we gave the crank a good spin to make sure there was no binding.  Beginning with the first bank...  Beginning with the first bank of cylinders, Mulvey installed each piston and rod into the bores. Then, placed the rod cap on and torqued each rod combination to 65 ft-lb.  If you’re looking for more...  If you’re looking for more than just a streetable cam, COMP Cams has designed a drag race cam for you. While we’ve included the specs below, these cams are specifically designed for all-out dragstrip performance on 468ci mills and larger, and will fit nicely with our high-compression pistons. These cams do, however, require a thrust button with a wear plate and an aftermarket distributor gear.  To complete our short-block,...  To complete our short-block, we installed COMP Cam’s Ultimate Adjustable Timing set. The COMP two-piece billet steel cam sprockets allow cam timing changes without removing the degree wheel or releasing the valvetrain load. Timing can be varied from 6 degrees retarded to 6 degrees advanced, and there are no cam bushings to break either. The chain is also a heavy-duty, double-row type with large 0.250-inch rollers and the kit even includes the roller thrust bearing with custom adjusting tool. For our setup, Mulvey installed the camshaft straight up. With 4 degrees already degreed into the cam from COMP, which put our intake centerline at 106 degrees.  Future upgrades are inevitable...  Future upgrades are inevitable and building it correctly from the start will prevent any unneeded teardowns for additional power later on. For now, we have a solid start on our 496ci big-block build. We’ll have the Brodix top end installed shortly and then we’re off to the dyno to see what this big-inch mule will produce. CHP
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