A standard Chrysler 340 timing...
A standard Chrysler 340 timing gear and chain were installed. The crankshaft gear has multiple possibilities for advancing or retarding the timing at the crank. Our setting was at zero.
Getting to the Bottom
The forged 318, six-bolt flange crankshaft (PN P5249135) has a 3.31-inch stroke and 318/340 mains. Custom made Ross pistons were connected to Eagle 6.123-inch rods (356-CRS6123C3D). Working with Comp Cams, Mike calculated the custom grind camshaft (20-999-3) profile to be .631/.631-inch lift, with a .260/.260-degree duration at .050 on a 108 lobe center. The valvesprings were Isky (PN 9385) with matching titanium retainers and 10-degree locks. "You have to run a roller cam because of the offset lifters," Mike said. "You cannot buy an offset flat-tappet lifter. There are enough small roller cams available to make it streetable. This one may not be a grocery getter, but it is streetable."
The new W-9 aluminum cylinder heads (PN P5007066) only needed minor port work. Mike just knocked off the flashings and shined up the ports; there was no extensive work done. The heads, which feature a 50cc combustion chamber, were that good right from the factory. Manley custom-made the valves with 2.100-inch intake and 1.600-inch exhaust. The rocker setup is made by T&D for Mopar Performance. The pro race rocker-arm assembly (PN P5007470) was preset and included the shafts and bolts. The pushrod length had to be calculated. Manley supplies them off the shelf in increments of 0.050 inch over stock.
Although a stock timing-chain...
Although a stock timing-chain cover would have fit, an Arrow racing timing-chain cover was used.
The high-rise intake manifold (PN P4582599) from Mopar is the only one available for W-9 heads with a 9.200-inch deck. For some reason, the intake and the heads didn't line up. Mike had to make 11/44-inch spacers to fit under each leg of the intake so the single-plane manifold would mate up to the heads correctly. We are told that little problem has since been corrected. Sitting on top of the manifold is a Barry Grant Gold Claw 850-cfm four-barrel carburetor. All told, the engine has a powerband of 3,600 to 8,500 rpm and idles at 850 rpm, which is incredible.
Special Challenges
Mike detailed some of the challenges encountered during the build. "We had to make a custom galley tray underneath the intake manifold because it was not yet available," he said. "The valvetrain became a real chore, as did the intake-manifold fitment. Even the front cover had to be machined to fit. We were a year too early building this motor. Chrysler asked us why things did not fit, and then they remachined it. Because of the feedback we gave them, parts are now becoming available.
The harmonic balancer had...
The harmonic balancer had to be honed in order to fit over the crankshaft. The water pump-also a standard part-was installed.
"We had to make the thermostat housing and form water-return lines out of steel braided hose to fit under the intake manifold. The valve covers were not milled correctly, so we machined them straight for clearance so the hold-down nuts would fit. The valve covers also had to be milled around the valvesprings for clearance. We also had to cut the valve-cover gasket around the valvesprings so they would not hit. The heads had to be milled in the area of the inner head bolts in order to get them to fit. We also had to machine the balancer to make it fit on the front of the block."
Some parts were readily available from either Chrysler or the aftermarket. The harmonic balancer, Milodon oil pan (PN 30935), and the oil pickup were easily attainable. The timing chain and gears were standard, and the timing-chain cover (PN P4876632) was a racing piece. Headers will have to be custom-made for the car in which the engine will be installed.
 |  Because the intake ports were...  Because the intake ports were moved to accommodate pushrod alignment, Mike needed to use offset lifters in some locations. He used a combination of centered, left, and right offset lifters. The offset denotes the pushrod sets in either the right, center, or left area of the top of the lifter. Note the R, C, and L on the lifter holes. |  The Mopar W-9 aluminum heads...  The Mopar W-9 aluminum heads were ready out of the box. The heads have a 50cc combustion chamber. There was no extensive porting done on the heads. Mike just knocked off the flashings and shined up the ports. |
 The valvesprings were Isky...  The valvesprings were Isky (9385) with matching titanium retainers and 10-degree locks. |  The heads had to be milled...  The heads had to be milled in order to get the inner head bolts to fit. The valve-cover gasket was also notched around the valvesprings for clearance. The head gasket fit without any modification. |  The trick rocker setup is...  The trick rocker setup is by T&D, made for Mopar. The pro race rocker-arm assembly is preset and includes the shafts and bolts. |
 Since the custom valley pan...  Since the custom valley pan that goes underneath the intake manifold is not yet available, one had to be made. JMS also had to make the thermostat housing and form the water-return lines out of steel braided hose to fit under the intake manifold. |  The Mopar high-rise single-plane...  The Mopar high-rise single-plane W-9 intake manifold is an efficient piece, allowing for a crisp throttle response. The raised runner, single-plane design makes this a winner in high-rpm applications. |  Quarter-inch spacers had to...  Quarter-inch spacers had to be fabricated to fit under each leg of the intake in order for the head and intake ports to line up. This occurred during the first production run of this intake, but we're told it has been corrected. |
 For spark, an MSD distributor...  For spark, an MSD distributor and ignition box were used. | | |