1000 HP @ 7000 RPM Pontiac???
 

I'm sure there are a few.

Anyone willing to post a dyno sheet where the engine made 1000 HP @ 7000RPM?

Calvin Hill
Hill Performance
708-250-7420

Calvin,
Chris posted this a few years ago. Not exactly what you wanted.

Stan

Marcella dyno sheet:

http://forums.maxperformanceinc.com/...1&d=1507400143

:)

I got 1052 @ 7000.

If you spend wisely and spend it with the right people it wouldn't be terribly hard to do.

here ya go

Curt,
Do not know what the dyno correction factor was. But if the 5 column is fuel? You should have some very nice BSFC numbers what ever it was.

Stan

Mr Geise, you had a true 1000 hp at 7000 rpm but the other posted dyno sheets were close (not quite there at exactly 7000 rpm)
but made the 1000 hp a couple of hundred rpm higher. Close enough for me. Good job for all who posted their numbers.

Tom V.

its been a while -- I don't remember

A few here, all made well over 1000hp in upper rpm range

NICE!

Tom V.

The main reason I brought this up, some guys have decided to move to the BBC combination. As we've seen over the past few years, 1000 HP is very attainable with the Pontiac engine, but not something that will come from tossing abunch of parts togther. My point is to build the engine for 1050-1100 HP which will require a well executed induction system, you can always gear the car to lower the RPMs throughout the run to increase longevity. All Pontiac engines are cylinder head challanged. The dyno sheets or combinations posted had a high end designed head, intake, cam and fuel system. These combos werent intened to peak at 7000 RPM, but much more. Raising peak torque is horse powers best friend, higher RPM's can be a killer on parts. The typical mind set in the Pontiac community is building torgue monsters and motors that don't redline above 6500 RPM.

Calvin Hill
Hill Performance
708-250-7420

Crazy old thinking!!!! You can turn 7500rpm all day every day without issues and no maintenance but for some reason Pontiac guys don't seem to want to believe that. I turn way more than that (cross line at 8600-8700) and haven't touch anything on mine in 3 years. I do check thinks like lash and valve springs but nothing has changed in 3 years.

Might not meet the RPM.... this is at the wheels.

Better photo, this is 10psi boost, 5710 RPM was max HP, 4865 was max torque.

All those yours ? The second one is very impressive. Was the top number peak HP ?

Dragncar, Richard is a very good Racer and competes every year in the Drag Week Event if possible. He is located in canada so he drives the car thousands of miles each year.

The Engine is a Luhn Performance Boosted Engine package.
1000HP/1000FTlbs at 5800RPM (drive it anywhere) package is very impressive.
Why I push Boost so hard. Easy on parts and easy to make the power with the right set of parts.
Luhn Performance has done a lot of boosted engines for people: California, Texas, Canada, that have been successful (Both blow thru carbed and EFI).

But a Boosted Engine like Richard's at lower rpm numbers can have outstanding durability where as a 8300 rpm engine (Trailer Queen) is obviously a different maint package.

Tom V.

Dragncar was asking Brian...

Brian

Not as easy as you think finding the right people that is!

Don't know who's dyno sheets they are. But the left one sure looks like it is a cropped John Marcella's sheet from Barry's dyno (Survival Motorsports).

Stan

Very true! But with the proper research a good choice can be made.

Ours does not fit exactly for combinations asked for here but the 526 we built for Johns's car made 928.9 hp at 7300 rpm with a BOP intake (920.4 w/ Victor), and this was 11-12 years ago. But to my point here for interest and regarding the comment about finding the right people. Our engine was done by a local engine builder here in town that on occasions does a few Pontiac's. A small but complete shop for all except crank work and align hone, he farms that out. And the High Port heads I bought as raw castings were ported by a fellow named Rick McConathy in Houston known for work on Chevy cylinder heads for Texas Pro Stock. He had never seen a set of HP heads before.


.

Steve,
He may not have seen a Pontiac HP head before that, but over the years slick rick racing heads has turned out some great work.

Stan

Pardon me, And Dragncar was asking me the same thing in a PM.
I assumed that my post would give a bit of credit to Richard along the way.

Tom V.

And to add a bit of humor.... about 17 years ago the fellow that did a set of Edelbrock heads for me that supported 700 hp at 7000 rpm owned and ran a BMX bicycle shop. He had never seen a pair before.


.

I understand exactly what Calvin is saying but with bigger bore space and bigger cubic inches it's easier to throw parts together and make 1.5-1.8hp per CI..
As for the RPM's on a Pontiac I agree with Slowbird....I know for 100% FACT My family has turned our Pontiac bracket motors to 6900-7200rpm through the traps for over 19 yrs wo issues (with 4 diff cars)did it for so long I'd feel pretty confident to say going through at 7500 would still be a "safe rpm" where not to many oil system modifications would need to be done other than maybe a good oil pump.


My current motor is only a 12.5:1 motor with .800 lift that doesn't have a very aggressive lobe......but is 615 cubic inches.
It barely made 1000hp at 6100
But was dyno'd with C15 due to it's consistency....
Therefore I could still think like a traditional Pontiac guy :D
Maybe I should get ahold of of the guy that said he could make some adapters so I could put some stock 1969 Pontiac valve covers on it..

People switch to Chevy for the cost.

Also because it's easier to get things done in the Chevy world.

How many passes a year do you run?

And on a BBC with nitrous use it's not as easy to lift a head gasket :) Much better head retention with the Chevy.


.

You need to get a PONTIAC back in that thing. Its WAY TOO PRETTY for knuckle dragging BBC.
Call up Marcella and have him run a set of High Ports through his 462cfm CNC program, a little work on a BOP, Scott to cam it and you can have 1000 HP of pure PONTIAC back in your ride.
Might be a little more cam than .800, but still very reliable.

I was asking Brian if those slips were his. The middle one 1195 HP @ 8300 is impressive, they all are.
I dont mind hearing the particulars of Richards engine. The 79WS6 I would like to finish, I have been thinking about a 500HP "440" that looks stock. But a mild 800HP boosted engine does seem cool.

Mine is off topic for sure, but here are the current details.
IA2 block 4.35x4.35 bore and stroke, 10 to 1 compression, Wide port heads ported by Dave Bisschop, flow around 360CFM I think, 55mm cam with .904 lifters (morel) .265/.277 at .050 .706 lift with 1.5 Rockers. Super victor intake with Megasquirts MS3pro fuel injection. Procharger F1C with 10PSI boost. Car weighs 4000lbs RXT twin clutch connects the T56 Magnum to the engine...best to date is in my signature. I drive it with the belt off, get 16-17MPG. This year I put on about 15000Miles!

I knew you drove it with the belt off (as did many Ford Racers ago who traveled to racing events) but was waiting for YOU to post that vs people complaining about the belt not being on all the time. You did good Richard and the 517 All Pontiac Block seems to be doing the job for you, as expected.

Tom V.

Yeah I just don't see the point in spinning the procharger all the time, 700HP on the street gets the job done quite nicely, then throw the belt on and let er rip!

Thats awesome, whole new way of looking at it. You can do a LOT of different things with a combo such as yours.

I wonder if its crazy, but is it possible to make some sort of "clutch" like a AC compressor uses for a centrifugal blower. Now THAT would be truly the best of both worlds. Have your cake and eat it too.

Sort of like that old "Mad Max" scene where the guy hits the switch and the roots blower starts turning. We know it was BS in the movie, but could it work with a F1?

Agree, with the blower on the engine and spinning, basically you would just be dumping more air out of the By-pass Valve at normal cruising speeds and wasting fuel driving the blower to pump ambient air from the blower back to atmosphere under the hood.

A/C Clutch would never have the capacity to hold the power of the engine driving the supercharger. Movies vs reality. Magnetic Particle Clutches were looked at by my company for our Hydrogen Bus program. Durability was poor with the systems and you needed a LARGE magnetic particle clutch on the driven pulley (which was like having a flywheel on the supercharger snout). Been there, done that. (The parts are expensive too).

Tom V.

Thanks for the compliment on the car!
I've ran a Pontiac motor with close to .900 lift for a while...
As for Mr. Magic man Marcella I attempted to go that route with him once upon a time 5yrs ago and for one reason or another it wasn't in the cards and that was when I had the money to spend. After meeting John at Norwalk this past year he's a stand up guy and I have always thought he does insane awesome work and the most impressive thing to me,about John is he is a racer himself and UNDERSTANDS his customers want to be out racing instead of waiting on this that or another...I don't take him as a procrastinator due to the amount work he cranks out,and the amount of folks using his products.
Scott.....stand up guy without a doubt! A tremendous help to ANYONES program!!!
But really I'm completely happy with what I have now and am enjoying working with the other parts of racing instead whatever Pontiac update I think I need year after year after year....the plan is to keep this thing in the old beast and just keep logging runs and downloading runs.....
Also the plan is to continue to work with my 72yr old dad on making his car go faster and faster and help him reach his goal of racing longer than the Greek!
That's where I have the most fun at the track is with the old man.

Don't know how to post it, and really don't have time to troubleshoot how to do it right now, but my new engine made 1029 hp at 7000 rpm, peak torque was 803 at 6100. 541" with wideport Edelbrocks, Gustram cast intake

Here is Dave Polichena's dyno pic:

http://forums.maxperformanceinc.com/...1&d=1507570637

:)

I was not referring to a actual AC clutch, but just the principle. Much more heavy duty, one made just for a blower. Or some other technology to accomplish the same thing. Eclectically operated but no "clutch" to it. End up being a direct drive, but only when you hit the button. Even if you had to stop the engine while you engaged it, as long as it engaged.

I am not a racer but am stunned to see that this kind of power can be made with a Pontiac! I was happy just making 530 HP! I gotta get to see some of your Pontiacs run down the track!

Deep pockets to have that kinda power lol out of my budget lol

You can imagine the size of the clutch even on a 150 hp ricer vehicle. Not a small diameter thing. Then you stick that on the drive end of a supercharger and all of that mass has to be spun up quickly on any transient response deal.
The VW people did a 1.4 "TSI Supercharger/Turbocharger" set-up for one of their cars some years ago that used a Supercharger for low speed response (then the supercharger was disengaged) and the turbo had enough mass flow from the engine to drive the turbo from that point on for the real HP. Made the power of a 2.3L engine easily and 30% better F.E.

If you really want to see the next wave in Boosting forget the clutch supercharger stuff,
people are playing with electric driven compressors to boost up the engines bottom end performance.

Tom V.

ps That being said, this thread is about 1000 hp @ 7000 rpm engines.

B & M built their Street Chargers to go over 100,000 miles without a problem......so who need a clutch on them?


GTO George

Thanks Tom, the VW stuff is interesting. Wonder if some sort of coupler could be made that was small diameter and not even electrically operated. One where you would have to stop the engine and turn some bolts/push pins.

George, most of your posts bring threads down. Show what a "non thinker" you really are. Who cares about the useless B&M blower running 100K. The idea I am putting forth is simply one step up from the guys who drive their centrifugal super chargers around without the belt, for economy, or whatever reason the owner chooses.
Then being able to "flick a switch" or manually turn their blower on. Best of both worlds sort of thing.
If one does not think or imagine things that have never been done before this world would be in sad shape.

Don’t need a switch.....B & M did tests and the blower only ate up 1/2 a mile a galllion more!


GTO George

Thats because its a puny nothing blower of little use to a big Pontiac. I am talking a BIG centrifugal. Roots are thing of the past in many race situations where they used to dominate. Old school, lot of drag. Technology is passing them by.

177 could blower is a pretty good hunk of aluminum!


GTO George

America, the land of opportunity!