Ordering MMR Shortblock, Have questions need answers!

trinity_gt said:

Your upper value a lot of power: 700rwHP is about 825 at the crank. So...



Ceramic on the crown is primarily intended to be a thermal barrier between the combustion chamber and the piston alloy. The teflon would be intended to reduce friction and parasitic losses.

In the absence of piston-cooling oil squirters a ceramic coating might be seen as an insurance policy. I would be more inclined to rely on a safe tune to keep piston temps in check (i.e. fat == cooler). However, if the car is to see track duty while making north of 600HP for long periods, a ceramic crown coating might be a good idea. OE pistons come with a skirt coating to reduce scuffing and friction so I'd say it's a good thing on these too.



There's something to be said for a "seasoned" iron block when making a ****load of power. But the weight savings of Al over Fe can't be ignored. In the end I think the engine will be just as reliable with either but will weigh less with the Al block. If that matters to you, go Al.



They don't specify details about these bolts (i.e. what makes them different than the OE parts.) Perhaps they're not torque-to-yield or something. These bolts don't see massive stresses during engine operation and OE parts would probably work fine.



Yes.



If the engine has proper clearances on the bearing surfaces the OE pump would be fine in terms of volume and pressure. If the engine is "loose" or if you see a chance of extended high-RPM operation, you might consider upgrading to a Cobra pump with billet gears and a Cobra pickup. The MMR pump's description says that the gears are cryo-treated "racing gears"...check with them to see if that means billet or if they treat powdered-metal OE gears.



For the sort of cylinder pressures you're going to need to make 800+ HP good headgaskets and attention to detail on the deck surface finish are something I would hope MMR would build-in. If they claim the engine is good to 900HP but "extreme duty" headgaskets are an option, I'd question that. Factory MLS gaskets are pretty good, reliable parts and when used with APR head studs I don't think you can go very wrong. Might be worthwhile asking MMR why their name is attached to the Felpro name for these...did MMR get Felpro to custom design a gasket for them or are these just Felpro modular gaskets?



Yes.



Designed to keep oil spray off the crank to reduce losses. A luxury for street engines. If you plan to wind it out to 6000+ RPM you might see benefits. But on an engine making 800HP, would you really notice if it made 815 instead?



More oil is never a bad thing for extreme engines. Increased volume gives you more effective oil cooling by increasing average dwell time in the sump and something of an insurance policy for aggressive cornering and the like. Modulars have a habit of draining the pan by filling the cylinder head(s) at sustained high RPM operation. If the oil level is not kept up, this can lead to bearing damage. A couple of extra quarts in the pan can help alleviate that worry.

Oil drainback from the heads is just as important though to get that oil back into the pan again. Does MMR do anything to improve that (for instance increase the oil drainback hole size, for instance...)?

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