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#41
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Quote:
I only asked because I was sent pictures sometime ago of a head where the valve seat ring was the Min CSA. Now it was a motorcycle head from an engine than turned 14K with a very high port. 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 |
#42
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Quote:
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#43
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Here we go....don't turn it into a cv1 thread mark..this is actually a good thread...
I know, hard to believe I'm saying that. I look forward to Brian's track results |
#44
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That’s why I posted the Info on my HP heads....Brian started a Topic I’m interested in, a technical discussion on specific heads. Without the BS.
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1969 Firebird, Tx3-455/468 machined by CVMS E-heads by Dave Wilcox/Comp Cams 300B-6 flat solid 850DP on E-85 by Eric Niefert/T2 1" plastic spacer T-400/PTC 4000/390's/30x9 Hoosier radial slicks,#3400 1.38 60' 6.32 @ 108 MPH at Northeast Dragway NC 5/23/15 (9th pass on new engine) https://m.youtube.com/watch?v=ePCu2v...ature=youtu.be 1.37 60' 6.26 @ 109 half track, 9.86 @ 136 1/4 mile, #3350 11/26/16 at Richmond Dragway (125th pass on new engine) |
#45
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Track results will be a long way off, im finally spending money on my pos to update it and make is safer. On top of that i doubt the engine will make the power people "think" it should. It's more of high end bracket build than anything.
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#46
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DONE ..
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#47
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That question was actually for the Wilcox hi ports from 455 lol
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Darby 74 Grandville 2Dr 455 c.i 4550# 2011 1.60 60 ft,7.33@94.55-11.502@117.74 2017, 74 firebird -3600 lbs (all bests) 1.33 60 ft, 6.314@108.39 9.950@134.32 M/T 275/60 ET SS Drag Radial 2023,(Pontiac 505) 1.27 60 ft, 5.97@112.86, 9.48@139.31.... 275/60 Radial Pro's |
#48
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I took my HP’s to Dave in June 2018. I asked him for max power with 14/1 compression to run E-85. I also explained reliability was more important to me, then getting every possible bit of power out of this build, because this engine is going in a bracket car. The only numbers we really talked about were valve lift, since the lift number affects spring life. We ended up with titanium valves and a set of PAC springs for .850 lift, so it should go 7500 RPM without problems. At first we were going to run the BOP intake, but I changed to the Northwind so it will fit under a flat hood on a 1974 Firebird using a shaker hood. When Dave said he could make the NW intake work I was happy. My only goal with this engine is to bust some chebby butt at the local drag strip.
The end flow results were posted in my first post, as another option to be considered, for the purposes of Brian’s thread....comparing head flow numbers. Mine top out above .800 lift by design, and 398 at .800 through the intake is where this engine will start to roll over. Dave has provided a set of heads that will go on my IAII-A block with 55mm cam tunnel. Using a Crower 4.125” arm, it’s going to be about 480 CID. This is the first engine I’ve built that runs a solid roller camshaft, so maybe that will put things in perspective a little bit better. This is not a max effort race engine as compared to what others build, but for me.....it is the most powerful engine I have ever built. Everyone has there place and comfort level. On another note. After I started this project my big brother passed. That event kinda reset my outlook on life. I participated in the ET finals at MDIR about a month after, but my race car has been in the trailer in my back yard ever since. I took the year off in 2019 with one exception. Last fall I entered my stock 258” Rambler powered CJ-7 in the Diesel Wars ET class at my local drag strip....12.4 @ 52 MPH half track. I went six rounds for the win! With the slowest vehicle on the property. I proved a point to myself that day. I’m getting back on the horse in 2020.
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1969 Firebird, Tx3-455/468 machined by CVMS E-heads by Dave Wilcox/Comp Cams 300B-6 flat solid 850DP on E-85 by Eric Niefert/T2 1" plastic spacer T-400/PTC 4000/390's/30x9 Hoosier radial slicks,#3400 1.38 60' 6.32 @ 108 MPH at Northeast Dragway NC 5/23/15 (9th pass on new engine) https://m.youtube.com/watch?v=ePCu2v...ature=youtu.be 1.37 60' 6.26 @ 109 half track, 9.86 @ 136 1/4 mile, #3350 11/26/16 at Richmond Dragway (125th pass on new engine) |
#49
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The 3 combustion chambers.
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#50
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The chamber in the middle has the most potential.
Thanks for the pictures. |
#51
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Having recently porting the head for my Mopar inline six 4.7 stroker engine for a CJ-7 I’m building, I can appreciate the talent that did that port work. Are they in order HP, PP, Tiger? Beautiful work there!
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1969 Firebird, Tx3-455/468 machined by CVMS E-heads by Dave Wilcox/Comp Cams 300B-6 flat solid 850DP on E-85 by Eric Niefert/T2 1" plastic spacer T-400/PTC 4000/390's/30x9 Hoosier radial slicks,#3400 1.38 60' 6.32 @ 108 MPH at Northeast Dragway NC 5/23/15 (9th pass on new engine) https://m.youtube.com/watch?v=ePCu2v...ature=youtu.be 1.37 60' 6.26 @ 109 half track, 9.86 @ 136 1/4 mile, #3350 11/26/16 at Richmond Dragway (125th pass on new engine) |
#52
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Yes
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#53
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