[Stan Weiss]

Stan

[KEN CROCIE]

check out the june 2013 car craft. almost your exact combo. 577tq./464 hp. 234/242 fth.

[Gach]

Stan who cares !

[Gach]

Originally Posted by KEN CROCIE

check out the june 2013 car craft. almost your exact combo. 577tq./464 hp. 234/242 fth.

I remember that article think I still have it.

[Steve C.]

Horsepower = Torque x RPM / 5,252


.

[Skip Fix]

Originally Posted by ponchonlefty

what did the ra4 heads flow? just curious , were they ported or stock?i mean on your combo. was you using stock intake? in 1988 that was pretty stout.

Pocket ported and gasket matches was all NMCA would let us do. HO intake matched to RAIV ports. Through a exhaust system also.

150 CFM @10" on the intake exhaust was 85% of intake.

[25stevem]

For the sake of something we can all reference and kinda have a known base line let’s use this.

In sept 2002 issue of HPP they did a octane test on a 467 with 9 to 1 comp, Dave’s ported 6X heads ( 250 cfm) a hydro Comp cams roller and a TII intake and a 750 Holley.

The best Hp this motor made while on 88 octane was 488.6 at 5100, peak Tq was 551@4300.

The motor did go on to make 493 hp at 5200 and 549@3500.
This was when being fed 100 octane.

At 493 hp the motor was only using 239 cfm per cyl for those who may be interested.

[Stan Weiss]

Originally Posted by 25stevem

For the sake of something we can all reference and kinda have a known base line let’s use this.

In sept 2002 issue of HPP they did a octane test on a 467 with 9 to 1 comp, Dave’s ported 6X heads ( 250 cfm) a hydro Comp cams roller and a TII intake and a 750 Holley.

The best Hp this motor made while on 88 octane was 488.6 at 5100, peak Tq was 551@4300.

The motor did go on to make 493 hp at 5200 and 549@3500.
This was when being fed 100 octane.

At 493 hp the motor was only using 239 cfm per cyl for those who may be interested.

Steve,
Do you have a link to the article? I would interested to see if they did anything other than just change octane since peak torque happened 800 RPM earlier.

Stan

[Jay S]

Good that someone worked over the 96 heads that Cc’d at 114 and they didn’t come from PMD that way in someone’s would be 7:1 SCR 400 in their 71 GTO or FIREBIRD Would have been a runner. LOL

When I first read the similarities I thought maybe Nick’s client was back hunting more power and the project was back up on their YouTube channel

Be fun to see how the ported 96 heads I have would compare to those E’s and against stock 96s. They are bolt on top a 10:1 455 with a comp SFT cam, waiting to go in a 71 T37.

[Gach]

Originally he plan to go twin turbo, reason why he had 96# chambers open up to bring compression down. once he found out all the fabricating involved. Welding equipment he would have to purchase. Plus The immense learning curve and all the Contradictive information out there, he gave up. All he wants is a nice street cruiser.

[Stan Weiss]

Originally Posted by SD455DJ

Yes, Dan is still building all Pontiac engines. He's going to dyno a '78 W72 400 this Tuesday (not for the Pure Stocks) that is .040 over, 8.75 compression with a Summit 2800 cam (204/214/112 @ .422"/.444"). I was built with Icon forged pistons on Eagle H-beam rods, so, can be upgraded in the future.

The most recent 455HO that Dan built and Dyno'd is the one for my GT-37. It too is .040 over, 8.6 to 1 compression, Summit 2802 (224/234/114 @ .466"/.488"), untouched stock heads and factory RA manifolds made 430 hp @ 5000 rpm and 535 lbft. torque @ 3500 rpm. So, fairly similar numbers, but this 455HO isn't a max build for the Pure Stocks either. With this cam, it still pulled 20" vacuum at 1200 rpm and 18" at idle...very minimal lope if any...sounded very stock.

Dennis

Here is a nice low CR street engine.

Stan

[slowbird]

Can we see a pic of the chambers? Be interesting to see how SD removed almost 20cc from the chambers.

[Gach]

Originally Posted by Jay S

Good that someone worked over the 96 heads that Cc’d at 114 and they didn’t come from PMD that way in someone’s would be 7:1 SCR 400 in their 71 GTO or FIREBIRD Would have been a runner. LOL

When I first read the similarities I thought maybe Nick’s client was back hunting more power and the project was back up on their YouTube channel

Be fun to see how the ported 96 heads I have would compare to those E’s and against stock 96s. They are bolt on top a 10:1 455 with a comp SFT cam, waiting to go in a 71 T37.

Killer numbers…nice !

[PAUL K]

Originally Posted by Jay S

Good that someone worked over the 96 heads that Cc’d at 114 and they didn’t come from PMD that way in someone’s would be 7:1 SCR 400 in their 71 GTO or FIREBIRD Would have been a runner. LOL

When I first read the similarities I thought maybe Nick’s client was back hunting more power and the project was back up on their YouTube channel

Be fun to see how the ported 96 heads I have would compare to those E’s and against stock 96s. They are bolt on top a 10:1 455 with a comp SFT cam, waiting to go in a 71 T37.

Nice numbers! Should be a strong runner.

Personally I feel someone along the line needed a new project manager. A lot of time, money and effort involved in shipping a pair of heads to Canada, having $800 worth of work done to the chambers and returning a stock port head back to the customer. 114 CC iron heads are readily available for between free and fifty bucks and come with induction hardened valve seats. SMH

Nick would've probably been happy to sell his for $200 (ready to bolt on) after achieving the same results.

[Half-Inch Stud]

I'm glad to see good Iron head performance.

Oh sure I'm aware of bolt-on aluminum head offerings, but i just got to share the project goals of most are to wring out the Iron head combos for a certain satisfaction, along with keeping resilience in Winter, Summer, and oh-schlits situations like an overheat.

Still own 2-sets of heads (RA IIs and IIIs) which have received careful modifications internally across decades to keep them snuff. The HP level is not where my former Iron heads have been butt hay if there is a clear indication of where to modify my combo for HP, then off we go!

This Thread has emphasized cam and compression, and some heads-manship, but maybe i'm missing something but seen no valuable info to glean, as to what change i need to perform to replicate a claimed result. Go!

[ponchonlefty]

Originally Posted by Half-Inch Stud

I'm glad to see good Iron head performance.

Oh sure I'm aware of bolt-on aluminum head offerings, but i just got to share the project goals of most are to wring out the Iron head combos for a certain satisfaction, along with keeping resilience in Winter, Summer, and oh-schlits situations like an overheat.

Still own 2-sets of heads (RA IIs and IIIs) which have received careful modifications internally across decades to keep them snuff. The HP level is not where my former Iron heads have been butt hay if there is a clear indication of where to modify my combo for HP, then off we go!

This Thread has emphasized cam and compression, and some heads-manship, but maybe i'm missing something but seen no valuable info to glean, as to what change i need to perform to replicate a claimed result. Go!

so what you want is a parts list as to reference from?

[slowbird]

Originally Posted by PAUL K

Nice numbers! Should be a strong runner.

Personally I feel someone along the line needed a new project manager. A lot of time, money and effort involved in shipping a pair of heads to Canada, having $800 worth of work done to the chambers and returning a stock port head back to the customer. 114 CC iron heads are readily available for between free and fifty bucks and come with induction hardened valve seats. SMH

Nick would've probably been happy to sell his for $200 (ready to bolt on) after achieving the same results.

You should ask to see pics of the chambers.

[Half-Inch Stud]

Originally Posted by ponchonlefty

so what you want is a parts list as to reference from?

Naw, i either had the goods, got the goods, or know what goods i need. The matter is to know what Iron head mods along with manifold/mods make improvement. For sitting at 12.0 ET on 89 Octance, and <\= 5100 rpm, the desired additional mods are rare to know.

[25stevem]

Stan, I am trying to find the HPP issue where the motor was first built.
Hey Rocky can you help ?

[Cliff R]

Here is another "nice low compression street engine". It was topped with #96 iron heads ported to 250cfm, 9.3 to 1 compression and dyno'd with two different camshafts, no other changes. It used a port matched RPM intake and late 70's Pontiac Q-jet.