Old faithful. MSD celebrated its 40th year of ignition performance in 2010, and the 6AL ha
The Shorts bypassed the use of a rare original block in favor of a new cast-iron block from World Products. The World Products aftermarket block uses the same big bore centerline of stock blocks but allows a maximum bore size of 4.600 inches, and a potential 632 ci with a possible 4.750-inch max stroke. Corey says, “The World Products block seems to have some advantages as far as oiling choices, and their finished product seems to be really clean right out of the crate.”
Typical Hemi block oiling systems use a screw-in ¾-inch tube to draw oil from the pan into a series of sharp right angles, to the oil pump and filter, then back to the block. World’s block has the option of either using the in-pan pickup like the factory, or at the front of the block near the pump is an extra inlet that can be used to draw oil from an external pickup line from the pan. “They put that in there so you have a little more options to get around K-members like on the B-Body and E-Body Chryslers. On that side you typically have a motor mount clearance issue among the pump and the mount and the header. It’s pretty tight. They made a setup where you can actually route an external pickup line coming in from the front. It helps out a lot of guys with cars like that.” This also comes in handy when using big stroke cranks that can’t clear a regular pickup. Another bonus to the Hemi is that the oil pressure can be externally regulated by just cranking in or out an adjusting screw on the back side of the external Melling M-Select oil pump.
The Pentastar Patriarch, Bill Short, readies the Triple S Hemi for dyno duty. Once the flu
Buried in the belly of the block is a 4340 forged steel crankshaft from Eagle Specialty products. Corey says he’s used the Eagle cranks in a number of combinations in the 800-plus horsepower range with nary a problem. Matching the big 4.15-inch arm is a set of Eagle’s H-beam connecting rods. Their lightweight but strong shape ensures that they won’t buckle under load or rip in half at the top end of a run. “The Eagle rods have got the 2000-series bolts in them, and they’re pretty much bulletproof for what we do in the naturally aspirated stuff. I don’t think you can hurt them.” To reduce bearing speed and friction, the rods and crank come straight from Eagle set up to run the smaller big-block Chevy-sized rod journals and bearings. That also helps with cost a bit as the more popular Chevy bearings run more than a few pesos cheaper than the true Mopar stuff. Another similarity with the Chevy is the .990-inch diameter wristpin. Factory Dodge pins come in at 1.094 inches and are typically quite a bit heavier. That’s great for blown alky engines, but just way overkill for anything under 1,000 hp.