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#1
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541 Refresh & Dyno Results
Sharing some results from our recent 541 Dyno session. This engine has been in our stable for many years and needed a refresh. Most recently it made 955hp. Bill Meyer refreshed it with some help from KRE for cam and rotating assembly. Jax Engines for machining. Engine made 993hp on Q16 and 979hp on Renegade 114 at 7300rpm. Some details: KRE 430cfm Hi Ports, KRE spec'd 50mm cam, Scat crank & Callies rods. Reused Ross pistons. Moroso pan. 14.2:1 compression. Hope to get 300-400 passes from thiscombo in our bracket program. Special thanks to Bill Meyer, Jax Engines & KRE for tech support.
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The Following User Says Thank You to aaronman For This Useful Post: | ||
#2
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Nice! Great to see a high powered bracket build
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#3
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Congrats Aaron!!! That sucker is making some steam!
Best of luck to you guys in your up coming races.
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"You have to evaluate the past,Focus on the future,and that tells you what you have to do in the present"--Lou Holtz “It’s the process it takes to get to goals that sets us apart, the execution on every single play, one play,one life” Notre Dame Head Coach Marcus Freeman 69 GTO NHRA Super Street Car 2860lbs 10.854@160.12 in Brainerd MN 7/2024 |
#4
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nice numbers. what cfm carb? was there any bearing abnormalities ? what do you normally shift rpm wise ?
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1969 carousel red firebird 455, richmond 5 speed 1964 540 gto 1971 lemans sport convertible 1972 Maverick under slow construction |
#5
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Great job Aaron.... Thanks for sharing.
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#6
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NICE!
Thanks Aaron for the info.
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John Wallace - johnta1 Pontiac Power RULES !!! www.wallaceracing.com Winner of Top Class at Pontiac Nationals, 2004 Cordova Winner of Quick 16 At Ames 2004 Pontiac Tripower Nats KRE's MR-1 - 1st 5 second Pontiac block ever! "Every man has a right to his own opinion, but no man has a right to be wrong in his facts." "People demand freedom of speech to make up for the freedom of thought which they avoid." – Socrates |
#7
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Thanks guys. Sharing to help others in hopes we can keep the brand alive. I'll let Bill Meyer answer any of the tech questions. The refresh was required as I started to see a loss of power after over 300 passes over the past 2+ years.
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#8
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Just throwing out another thumbs up for Bill & Jax. Bill did a little work on mine, and it spins up nicely!
Sent from my SM-G965U using Tapatalk
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68 Firebird-- Street/Strip - 400/461 Eagle Forged Bottom End & Ross Flat top pistons. KRE 325 CFM D port, Ultradyne 263/271 @.050, .4267 lift. Crower Solid roller lifters and 1.65 stainless rockers. Quickfuel 1000 on Torker2 intake and 2" open spacer. Hedman 1.75" headers. TH400 w/brake. Ford 9" w/3.80 gears & 28x9 Hoosier pro bracket drag radial. Best ET: 1.35 60ft, 6.29 @ 107.20 mph, 9.99 @132.33 mph. 3,300 race weight |
#9
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Hopeful Bill can share what he found when he tore things apart for the rebuild and what caused the power loss
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#10
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Nice!!
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540 c.i. Ultra Street Combo Tiger Heads with Tiger Intake Induction Solutions fogger with .046 jet First ultra street/ultimate street NOS car to get into the 4's! 1.079 4.559 153.23. 3100 lbs 7.77 @ 169 1/4 Mile (2015) with EHTTFMF!! T2TTFMF! Special Thanks to: Ron at Rhodes Custom Auto Butler Peformance Jim Hostler's Transmissions (HOSGTO) on here Induction Solutions BES Racing Engines. Cheeseburger VP Racing Fuels Calvert Racing |
#11
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Thanks, guys. The carb is a hp1250. We tried a brand new 1350 and results were virtually the same. Aaron is very perceptive with his maintenance program and pulled the plug on this one at the right time. Main bearing #2 was getting way too hot and had started coming apart. One of the associated rod bearings was getting bad as well. The crank had a small crack on the 2/1 rod journal which wouldn’t file out, so we replaced the crank for safety. This engine always seems to go after the #2 main first, (don’t they all), so I opened the hole up a little on the 113m this time. Maybe 800 passes this time??😀
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GT37 3625lbs..Fastest bench seat, column shift, all steel,no power adders car at Norwalk 1.35 w/29.5x10.5x15 6.42 @ 109 10.09 @ 133 |
#12
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Quote:
You don't have say specs but just wonder what were the rough differences between old and new cam? |
#13
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Very nice!
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#14
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What intake was used? If I remember correctly you said you were going to test that new KRE intake on the dyno? Did that happen at this session?
Thanks, Chad
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3500lb 10.5" tire. 5.34@134.4 with a poor 60' |
#15
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Nice work Bill and Aaron.
A build making this kinda power going rounds is impressive. Best of luck in 2020! Calvin Hill Hill Performance 708-250-7420 |
#16
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Slow bird - I had not changed the main saddle size oil feed. This time I elongated the slot to uncover a little more hole. Since converting to roller cam bearings, I have been happy with the extra oil that gives the mains.
The cam had a little more lift but a tad less duration. The big difference was lobe sep 112 (old) vs 115 (new). I think I installed it about 113.5 w/new chain. Chad, we used a BOP intake the same that’s been on it for years. It seems to work the best.
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GT37 3625lbs..Fastest bench seat, column shift, all steel,no power adders car at Norwalk 1.35 w/29.5x10.5x15 6.42 @ 109 10.09 @ 133 |
The Following User Says Thank You to Bill Meyer For This Useful Post: | ||
#17
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Hi Bill,
Attached pic show a comparison between my #2 main bearing at the end of 2018 (less than half a season) and 2019. Putting over-rich tunes aside, the only changes were increasing oil pressure by ~10lb and switching from Rotella 15-40 (changed oil each day after racing) to Valvoline VR1 20-50 conventional motor oil (Oil was not used more than 2 days racing).
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2023 Best ET Slip 60’ 1.224 330 3.186 1/8 4.784 MPH 152.07 1000 6.175 ET 7.347 MPH 189.92 Weight 3650 YouTube Channel --> https://www.youtube.com/channel/UC21...rWwgFdfTRqShGQ FaceBook Group --> https://www.facebook.com/groups/220092308823847/ |
#18
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Raven: I’m a little confused on the picture. The bearing on the right looks like it has a little skew line hone issue. Maybe it’s the overlay of the other bearing shell. Anyway, is the # 2 main the one that goes first for you guys. Does anyone else see this trend or what can be done to fix it. I would think based on the oiling route that #1 would be more prone to heat, especially with the front load on the crankshaft..........ideas.....
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GT37 3625lbs..Fastest bench seat, column shift, all steel,no power adders car at Norwalk 1.35 w/29.5x10.5x15 6.42 @ 109 10.09 @ 133 |
#19
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Billy thanks for sharing. I also have seen the #2 main bearing issue. I would just roll another bearing in #2 at the end of the season.I drill out/enlarge the bearing from the oil feed I’m not really sure how well it works but I still do it. I think your onto something with the roller cam bearings giving the mains more oil. I think it was LPI that drilled out the main saddle oil feed hole and the lifter galley’s to make both bigger to increase oil volume. That might be worth a phone call to Mark Luhn.
Also in a extreme case I think Mike and Eric went above and beyond to feed the #2 main extra oil on their fire breathing nitro motor. There is a thread on here about that somewhere about how they got the bottom end to live.
__________________
"You have to evaluate the past,Focus on the future,and that tells you what you have to do in the present"--Lou Holtz “It’s the process it takes to get to goals that sets us apart, the execution on every single play, one play,one life” Notre Dame Head Coach Marcus Freeman 69 GTO NHRA Super Street Car 2860lbs 10.854@160.12 in Brainerd MN 7/2024 |
#20
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