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#21
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^ Goo d question with our V-8's. But I can see were it happens with street engines on the newer cars. My wife has a 2018 Ford Escape with a 1500cc (90 CI) turbo engine.When she gets on it hard on freeway entrances, I've seen the tach (if accurate) whip up to 6500 rpm before the 6-8 speed automatic upshifts. It's crazy. I prefer Large torque in my engine then screaming revs on a street engine. It's hard to see long life for these newer engines turning like that.
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"No replacement for displacement!" GTOAA--https://www.gtoaa.org/ |
#22
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Why would it matter that it's a street engine? Our 406 peaked at 6400.
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#23
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Quote:
Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#24
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I know this is taking this thread a little off of topic.
Does anyone know anyone racing a 301 Tubro? It would be interesting how much HP the 301T block can take. There are tons of 383 ci SBC running around making good HP. There should be no reason that the same thing can not be done with the 301T block if it would hold up. Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#25
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I was there the day they filmed this. I was invited as a guest of David Butler. I had just finished dynoing my engine down at Young's performance in Alabama earlier and I had some time to kill before my flight home. Lou was pretty cool just what you see on the screen the other guy didn't have much to say. The session was cut short because the engine was hurt the entire time so who knows if that effected the power it may very well have. David said he didn't like letting the guys from the show assemble the engine but that was the deal when you agree to do these shows.
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The Following User Says Thank You to alloy indian For This Useful Post: | ||
#26
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What was wrong with the engine?
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Will Rivera '69 Firebird 400/461, 290+ E D-Ports, HR 230/236, 4l80E, 8.5 Rear, 3.55 gears '64 LeMans 400/461, #16 Heads, HR 230/236, TKO600, 9inch Rear, 3.89 gears '69 LeMans Vert, 350, #47 heads: Non-running project |
#27
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How high will my engine rev?
The question should NEVER be "how high will it rev?" but rather, "At what RPM does it make it's peak horsepower at, and is the engine built strong enough to run at it's peak power making RPM?". One opinion of many here ..... https://www.badasscars.com/index.cfm...prod/prd46.htm Once you leave the dyno you should be armed with some documentation gleaned from the dyno runs. You need to be concerned not only with the peak power but where the torque and horsepower numbers are versus engine rpm. These critical bits of data are just what you paid for. .
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'70 TA / 505 cid / same engine but revised ( previous best 10.63 at 127.05 ) Old information here: http://www.hotrod.com/articles/0712p...tiac-trans-am/ Sponsor of the world's fastest Pontiac powered Ford Fairmont (engine) 5.14 at 140 mph (1/8 mile) , true 10.5 tire, stock type suspension https://www.youtube.com/watch?v=qDoJnIP3HgE |
The Following User Says Thank You to Steve C. For This Useful Post: | ||
#28
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Quote:
the engine is a combination of it's parts. Parts selected during the build process should be chosen to complement each other and to meet the goals of the build. over-building is never a problem except for your wallet. Building an engine that can withstand 7000 RPM but makes it's peak power at 5400 is far better than the other way around. For street driving, I prefer engines that make a lot of torque at lower RPMs. If you have an engine that doesn't make good power 'til 6000+ RPM then when you're driving along and need some brisk acceleration you need to give it a bunch of gas, wait for the transmission to downshift and for the engine to get up into it's powerband for the car to start speeding up. If you have a bunch of lower RPM tractor-engine torque on tap, you give it a little gas and it'll move out right away. My current company gave me a Ford Transit Connect as my work vehicle. it has a tiny little 4-cylinder with a 6500 RPM red line. From a stoplight it's okay but if you're driving on the freeway and need to pass, or just speed up a little to get around someone it sucks. The last company I worked for gave me a Chevy Express with a 5.7L. I liked that van a LOT better.
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---------------------------- '72 Formula 400 Lucerne Blue, Blue Deluxe interior - My first car! '73 Firebird 350/4-speed Black on Black, mix & match. |
#29
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Grivera,
It had metal particles in the oil. Lou was interested in my engine and said they should put it on the dyno for some fun. I wish I had it with me that could have finished their day of shooting off right! |
#30
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Quote:
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“It takes considerable knowledge just to realize the extent of your own ignorance.” Dr. Thomas Sowell |
#31
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"..... the build process should be chosen to complement each other and to meet the goals of the build."
Meeting their goals, we have seen many enthusiasts in our community become more high performance oriented. The use of roller cams, looser converters, more gear, ported aftermarket cylinder heads, single-plane intakes, larger cubic inches with aftermarket blocks, etc, etc. Not everyone's cup of tea but very unrealistic to consider a 5500+ RPM engine can't be streetable, that and a larger cubic Pontiac capable of making 600+ horsepower at 6000 peak rpm is definitely not lacking torque off idle or cruising around on the street ! .
__________________
'70 TA / 505 cid / same engine but revised ( previous best 10.63 at 127.05 ) Old information here: http://www.hotrod.com/articles/0712p...tiac-trans-am/ Sponsor of the world's fastest Pontiac powered Ford Fairmont (engine) 5.14 at 140 mph (1/8 mile) , true 10.5 tire, stock type suspension https://www.youtube.com/watch?v=qDoJnIP3HgE |
#32
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Guys,Joe Sherman always was leery about running a pontiac engine past 6000 because of everything he had been told-read about them.On my 366 V engine he hung it out just under 7000 with the sissy lifters.The 301-383 always had me wondering what it would have made HP too.Tom
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#33
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Tom,
It is hard to say what the engine would have done if pulled higher. I don't think it would have make a huge amount more HP. This graph shows the data from the dyno pull. The 2 short red lines show where the dyno pull data stopped. From there I guesstimate 2 different ways the torque curve could have went. 1 shows the curve reducing with the same slope (Higher peak HP and RPM) and the other shows the slope dropping more rapped. Stan
__________________
Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#34
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Stan,with other engines I have run with single plane intakes I figured it would have peaked around 6500ish.The V 301-383 im building will have a dual plane so thinking around 6200.I will be interested if the 2-4 Xram intake will work well at all.Tom
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