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#21
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A man with your qualifications should be able to find a job sweeping the floor anywhere. Not sure about "tenacity" you've been trying to build this engine on here for two decades. |
#22
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Small rant here, but people today seem to criticize other people/things when said person has never done it.
What happened to the days of if you don't have anything nice to say, then don't say anything at all? |
#23
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Gotcha. Would be neat to see them run the same engine with different bore/stroke combos and see if it gains any power as a 505 or 535. Of course, it is very easy to go on the internet and spend someone else's time and money!
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#24
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Now many participants have given up not wanting their opinions or projects mocked by certain individuals and make fun of the antagonist on FB. I attached a few examples I stumbled across on Facebook... They seem to "get it". |
#25
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LOL! It's an interesting build and shows what can be done with a pair of "off the shelf" cylinder heads. |
#26
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What do you never built it. I just built it right now on my computer.
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 |
#27
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"Would be neat to see them run the same engine with different bore/stroke combos and see if it gains any power as a 505"
Of interest. In 2005 there were tall tails of a 505 combination with a set of unported HP heads that made 775 HP. The secret squirrel came out from under the rock and hinted it was around 276 at .050" intake duration. But no compression ratio was reported. .
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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 |
#28
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it’s like realizing you have reached the age where three girlfriends sounds like two too many. couldn’t keep up if you tried. getting old is a bish! |
#29
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That 276 degrees was a sold roller cam and 0.681" gross lift, presuming it was 1.5 ratio. The Old Faithful is like running a XE 242 solid roller cam.
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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 |
#30
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has anybody made it to 50k miles on a Pontiac solid roller without changing valve springs? I wonder if maybe a comp magnum lobe with 1.5 rockers might live a long life. Maybe an engine like this could live a long life at 600 hp with a small solid roller. I tried and failed, went hyd roller.
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#31
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HWYSTR455 comes to mind right away, he has posted his good success with many thousands of miles... I always have my old man brain fade trying to remember.. but near 25,000 miles. Or more. And with long road trips.
It is a given to keep track of the spring pressure and change them as necessary. They are a routine maint item. I never trust catalog specs, I work with the cam engineer and get a minimum spring pressure needed for my specific application. We check the springs new with a Rimac machine before installing them. This as a base line. Then again after installation with a on the head type spring tester that will typically read a different amount than the bench tester, that's not unusual. Also a must, check them again after first run in after they lose some initial pressure. Then check them as a routine with the on the head tester, maybe once or twice a year. I've had cryogenic treated valve springs go many years. BUT.... and a BIG but, my car is not a daily driver and do not expect them to go 50,000 miles ! It's a fair weather driver, typically on week ends.... out 100 miles round trip for a hamburger .
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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 Last edited by Steve C.; 09-07-2020 at 05:58 PM. |
#32
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#33
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good info. i remember pontiac dude did well with a hydraulic roller, beehive springs and lightweight retainers. this engine peaked at 5900 so seems like a hydraulic roller or solid with reasonable spring pressure could produce these numbers.
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#34
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What kills the springs....total lift, ramp speed, duration, rpm or all of the above?
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#35
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Ramp speed and rpm are the big players
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#36
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And sooner or later the associated topic of roller lifter failure pops up. My .02 regarding street use.... inadequate oiling, excessive spring pressures and the hammering effect associated with valve lash play a significant part in the failure of the roller, needle bearings and axle. BUT very important, the lack of adequate valve spring pressure to control the valves is a potential KILLER.
Posted by mgarblik in a related thread... "Adequate seat spring pressure is an important factor in needle bearing and roller life too. I like to start with about 20% more seat pressure than the camshaft manufacturer recommends as a general rule. The springs will lose 10-12% quickly during break-in. That leaves 8-10% safety factor once on the road or off the dyno." .
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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 Last edited by Steve C.; 09-07-2020 at 10:12 PM. |
#37
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You straight up lie about other porters, and get away with it. You have to lie about them to try and get whatever cred you think you deserve in your head, sad. You are nothing without spray. Its your go to move. No one in their right mind thinks it is difficult in any way to get 600HP with as cast High Ports. So I say as much, you don't like it, don't care. 'tenacity" was about actually racing. You know, the pic with all the trophies on the single 455 engine, that one. |
#38
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Joker ! I will be the Joker, since you can not be Batman, go ahead and give being Robin a try. But tell them guys "dragncar" is spelled with a capital D. You know, I referenced actual documented as cast High Port builds done by KRE. And you have a problem with it ? Who is trying to make trouble here ? I know, the guy lying about blown engines, other head porters and what other members do to make a living. Just look in the mirror. Moderators, it can all be proven. |
#39
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1967 Firechicken, 499", Edl heads, 262/266@0.050" duration and 0.627"/0.643 lift SR cam, 3.90 gear, 28" tire, 3550#. 10.01@134.3 mph with a 1.45 60'. Still WAY under the rollbar rule. |
#40
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As mentioned I talk with the cam engineer, never trust catalog specs knowing every combo will be different.
Example, the first solid roller cam in my current 505 was a custom from Crower with 292/298 @.020, 260-266 @.050 , about 180/184 @.200 and .4250 lobe lift. I spent time on the phone with Dave Crower about the combination, if raced and banged on he wanted 240 seat pressure and up towards 600 open. If limited street use only, no racing, and at a lower 6000 peak rpm then for the most part he said ok to 220-225 seat pressure. So it depends so much how the car is driven and the rpm range. I used PAC 1243 springs rated 240 at 1.900". My installed height is 1.900"-1.910". Then later I changed to a UltraDyne MSP solid roller that was ordered with 5 degrees less intake duration but with .4300" lobe lift.. John Partridge at Bullet Racing said about the same, 240 lbs seat pressure. Fast forward to recently, I made another cam change in order to reduce some intensity since it's street only. I worked with Tim at Bullet Racing and he suggested one of Harold Brookshire's favorite solid roller cams. His 288R designed in 1980. It has the same 255 degrees at .050" , and 176 at .200" with .4176" lobe lift. Tim said that years ago they would run it with a Pontiac valvetrain mass as low as 180 lbs seat pressure, but he suggested as low as 190 for me. Knowing that it will loose pressure with run in I'm using Isky 9315-plus springs rated 220 at 1.900". We will dyno it in a few weeks. I would rather have more pressure than less. .
__________________
'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 |
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