A Wilson tapered shear plate...
A Wilson tapered shear plate was added on top of the ported Indy intake manifold. Shear plates are usually seen on tunnel-rams but can be used successfully on single-plane intakes. They are designed to reduce the amount of reversion passing back through the carburetor and disrupting the fuel mixture.
The rod and main bearings that Corey chose to use were the same Speed-Pro parts anyone can buy from their catalog. Of course, choosing the right bearing for the application may not always be cut and dry. Speed-Pro offers four main categories of bearing material with four different material and shape combinations. Their aluminum bearings, designated the “AP” series, are a good choice for normal street applications due to their excellent fatigue resistance, conformability, corrosion resistance, and low cost. The Copper-Lead “CP” series uses a material referred to as H-24, and combines that copper and lead overlay on top of a steel backing to provide good fatigue resistance and strength in street and mild performance applications. The Super-Duty Alloy “CH” is Speed-Pro’s designated high-performance bearing material. The CH bearings have H-14 bearing material that is overlaid on top of a high-strength AK1020 steel backing for durability in high-load conditions. By high load, they mean big cylinder pressures and forces, such as those created in the Shorts’ Hemi. For the “other” Hemis running blown alcohol or nitromethane, Speed-Pro also offers a straight Babbit “SH” bearing. Those are built for maximum conformability and embedding under load, but not recommended for engines with any type of extended service life. In addition to the material difference between bearings, the high-performance bearings are also slightly more eccentric than truly round. By having a little more clearance toward the parting lines of the bearings allows them to not “pinch” the journals as the rod and main bores slightly deflect under high rpm load.
A thing of beauty for sure,...
A thing of beauty for sure, but proper valvetrain geometry can be a headache on Hemi heads. The cast bosses on the Indy heads do allow for easy flat shimming of the rocker stands to correct any geometry issues caused by changing the valve lengths from stock.
On the ends of those Eagle H-beams are a set of custom Wiseco forged pistons. “We used the Wiseco pistons this year and never had any trouble with any of their fitment at all and were really pleased with how things turned out with them,” Corey says. As the hemispherical combustion chamber naturally has a large volume, the pistons were designed with a mild dome in order to get the desired 11.4:1 compression ratio. That’s low enough to get by on pump gas but capable of bigger power on the good dinosaur sauce. Corey eschewed super-skinny piston rings in favor of a set of traditional 1/16-1/16-3/16 rings from Total Seal. He said that he prefers the stability of a 1/16-inch ring in applications that don’t have gas ports. “I’m not really convinced that helps out a lot of people. Ring sealing is critical, and that’s why I run a little bigger ring on it.” The torque required to rotate the engine seems to add credence to his claim. “The motor, without any valvetrain hooked up on it—basically just the short-block with those bigger rings—will spin over at just 28 ft-lb of torque with a torque wrench. There’s not a lot of friction there.”
To finish off the rotating assembly, the Shorts installed an ATI Super Damper. The SFI-certified harmonic damper is the same quality level piece used by all of the top NASCAR and NHRA cars. On the other end, the eight-bolt crank flange is hooked to a Centerforce flywheel. When building similar combinations, it is important to note that typical wedge Chryslers use a six-bolt flange instead of the Hemi’s eight-bolt design.