Hi Guys,

The Dale Eike, DRC Components, DCI MOTORSPORTS Popular Hotrodding Pontiac entry faired ok considering. Unfortunately, we broke our "A" engine a week before the competition. The number 6 cylinder split on 2 sides. (Just
another reason to up-grade to an IA II block!)

This is how we broke down our segments of our entry:

Dale did all the tuning on the Dyno before the
competition and during since he has the most
experience on the dyno.

Woody, from DRC, provided the funds and his proprietary cylinder liners and assembled the
engine.

DCI ported the E-heads and intake as well as
designed the cam.

Ours E-heads flowed some very strong numbers from 180 cfm @ .200 to 367 cfm @ .650 at 28"
with the ported Victor in place. Incidently,
the head flowed more air with the intake than
the shear plate. Port volume ended up at 240cc's since the pushrod has to stay in the stock location. The short block consisted of a factory nodular crank that we destroked to 3.725
and a bore size of 4.182 coming out to 409 cu. inches. The little 409 made some decent numbers all the way through the RPM range. I do not have the dyno sheets in front of me, but I believe it made 455 ft. lbs. of torque @ 2500
RPM and peak numbers were 555 ft. lbs. of torque @ 5000 RPM, 631 Horsepower @ 6500 RPM in
the competition. (Not bad, but not as good as in testing.)

The absolute best part about this combo is that the way we ported the heads. The engine only
wanted 29 degrees of total timing. Because of
this, it showed no signs of detonation on the
92 pump fuel either audible or on the plugs with
11 to 1 compression.

The unfortunate chain of events leading up to the competition, and the day of our dyno pulls,
were very devastating to us. We scrambled to machine, clean, assemble, repair a damaged
head and still get to a dyno for tuning in
5 days. (Not much sleep.) Once we got to the competition, they told us we could not use our ignition box, and air cleaner base that we tuned with. This totally changed our tuneup and we lost 25 HP and 20 ft. lbs. of torque. (659 HP @ 6500 and 576 ft. lbs. of torque @ 5000) Remember, this is our "B" engine. We feel our "A" engine would have been a serious contender from what we seen in testing before it came apart. (Approximately 50 HP and 40 ft. lbs. better).

I would like to thank the guys from Whitewells
Automotive and Astro. If it was not for them,
we may not of even been able to compete at all.
They were the ones who loaned us an ignition box
and air cleaner base. Thanks guys, it was deeply appreciated.

All of the Pontiac entries did very well. I
personally did not get to watch Whitewells run,
but I suspect they had some problems. (You know
how it goes, the car is running great on the street or in the garage, but as soon as you unload it off the trailer, some evil force takes
over and wets in your Wheaties!) All the
Pontiac guys, as well as the other competitors at the event, were very knowledgeable and friendly.


I personally cannot wait to see them at next year's competition. Rumor has it that they are
going to run 510 cu. in. big blocks next year.
I hope this is true so that we can see what the
DCI Tiger Heads can do in this environment on
92 octane pump gas. For the competition this
year, our Tiger Head was a little too much for
the RPM range and cubic inch limit of 410.

For anyone interested, we are selling this years
competition engine. Or, I can duplicate it in
any cubic inch you would like to run. Please
call 330-628-3354 for futher information.

Thanks!

Don Johnston, CEO
DCI Motorsports
Home of the New Tiger Head
400+ CFM out of the box
No Porting Required

Hi Guys,

The Dale Eike, DRC Components, DCI MOTORSPORTS Popular Hotrodding Pontiac entry faired ok considering. Unfortunately, we broke our "A" engine a week before the competition. The number 6 cylinder split on 2 sides. (Just
another reason to up-grade to an IA II block!)

This is how we broke down our segments of our entry:

Dale did all the tuning on the Dyno before the
competition and during since he has the most
experience on the dyno.

Woody, from DRC, provided the funds and his proprietary cylinder liners and assembled the
engine.

DCI ported the E-heads and intake as well as
designed the cam.

Ours E-heads flowed some very strong numbers from 180 cfm @ .200 to 367 cfm @ .650 at 28"
with the ported Victor in place. Incidently,
the head flowed more air with the intake than
the shear plate. Port volume ended up at 240cc's since the pushrod has to stay in the stock location. The short block consisted of a factory nodular crank that we destroked to 3.725
and a bore size of 4.182 coming out to 409 cu. inches. The little 409 made some decent numbers all the way through the RPM range. I do not have the dyno sheets in front of me, but I believe it made 455 ft. lbs. of torque @ 2500
RPM and peak numbers were 555 ft. lbs. of torque @ 5000 RPM, 631 Horsepower @ 6500 RPM in
the competition. (Not bad, but not as good as in testing.)

The absolute best part about this combo is that the way we ported the heads. The engine only
wanted 29 degrees of total timing. Because of
this, it showed no signs of detonation on the
92 pump fuel either audible or on the plugs with
11 to 1 compression.

The unfortunate chain of events leading up to the competition, and the day of our dyno pulls,
were very devastating to us. We scrambled to machine, clean, assemble, repair a damaged
head and still get to a dyno for tuning in
5 days. (Not much sleep.) Once we got to the competition, they told us we could not use our ignition box, and air cleaner base that we tuned with. This totally changed our tuneup and we lost 25 HP and 20 ft. lbs. of torque. (659 HP @ 6500 and 576 ft. lbs. of torque @ 5000) Remember, this is our "B" engine. We feel our "A" engine would have been a serious contender from what we seen in testing before it came apart. (Approximately 50 HP and 40 ft. lbs. better).

I would like to thank the guys from Whitewells
Automotive and Astro. If it was not for them,
we may not of even been able to compete at all.
They were the ones who loaned us an ignition box
and air cleaner base. Thanks guys, it was deeply appreciated.

All of the Pontiac entries did very well. I
personally did not get to watch Whitewells run,
but I suspect they had some problems. (You know
how it goes, the car is running great on the street or in the garage, but as soon as you unload it off the trailer, some evil force takes
over and wets in your Wheaties!) All the
Pontiac guys, as well as the other competitors at the event, were very knowledgeable and friendly.


I personally cannot wait to see them at next year's competition. Rumor has it that they are
going to run 510 cu. in. big blocks next year.
I hope this is true so that we can see what the
DCI Tiger Heads can do in this environment on
92 octane pump gas. For the competition this
year, our Tiger Head was a little too much for
the RPM range and cubic inch limit of 410.

For anyone interested, we are selling this years
competition engine. Or, I can duplicate it in
any cubic inch you would like to run. Please
call 330-628-3354 for futher information.

Thanks!

Don Johnston, CEO
DCI Motorsports
Home of the New Tiger Head
400+ CFM out of the box
No Porting Required

Don,

Congratulations on the engine masters competition. You're moving a boat load of air on the intake side without moving the push rod. What was the minimum cross section on those heads? 2.6 in sq?

L8r,

Aaron

367 without moving the pushrod is really impressive. Care to share more info on the heads, like valve size, combustion chamber size, the entire flow sheet for both the intake and exhaust.

thats impressive numbers 367 cfm from those E-heads, thats lots more than new aluminum Dport heads flow.

That was with the intake bolted on too, if I read that right. Good job guys!

<BLOCKQUOTE class="ip-ubbcode-quote"><font size="-1">quote:</font><HR>Originally posted by Tommy Mills:
thats impressive numbers 367 cfm from those E-heads, thats lots more than new aluminum Dport heads flow. <HR></BLOCKQUOTE>

Tommy,

So what?

Does that mean it's a better head?

In certain applications, yes...in others, no.

If you hung around Chevy builders experienced in making different HP levels for different applications, they too would tell you that "one size does not fit all" when it comes to intake ports.

BTW, how's the hot tub project coming along?

Don, Thanks for the update. My truck broke an injector on the way so as you seen I didn't even get there. It looks like we would have been close on the numbers. How was yours on the first 1000-1200 rpm part of the pull? I heard one dyno was going too quick thru that range on some engines.

Hot tub...that is funny. Wonder if it will he moved by next August. Or maybe he will STILL be waiting on those hard to get stock pistons.

He's had pistons since last July (2003). http://forums.performanceyears.com/g...n_rolleyes.gif

Maybe it is the elusive wrist pins that are nowhere to be found. http://forums.performanceyears.com/g...on_biggrin.gif

A job well done!
Man I can't believe the numbers coming out of these Pontiac "400" motors in the contest. Unreal stuff.
I can't wait to read the cam specs, this is the first time they were allowed to run rollers.
Like Slowbird, I'd also like to see the flow sheets... Man oh man, what a nice set of heads. They put by 72cc E's to shame. mine are not wide ports either and they have a 234cc intake runner volume. They could only muster 329 cfm at .700 lift.

http://forums.performanceyears.com/g.../icon_cool.gif Don, Very Nice Work, my personal Thanks for keeping All-Pontiac-Racers, on the map and in this Game! even with these restrictions being applied!

<span class="ev_code_RED">MRDAN7</span>