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Way to go Brent Flynn!
I hope this link works as I'm not much of a computer guy.
Ya, I know this is probably a better thread for the "Race" section, but his little clip is hard to stop watching. Brent dropped a "little" 400 Pontiac engine with iron heads into his Firebird. I didn't do much to contribute to the cause aside from a few engine parts I had laying in the back room, the TH350 he's using and some parts for his Q-jet. Nothing really "special" or exotic about the engine build. Just some good flowing early high compression heads and a decent size flat solid cam. Sometimes you just hit a combination that flat gets it DONE! I think that's what we are seeing here. I know folks building 455's with aluminum heads and roller cams that don't run as quick as this little 400 does. Nice job Brent!! https://www.facebook.com/10006193252...21130332784502 |
Cliff the link to that does not work, but I am sure he deserves a pat on that back and a Thumbs up, so that’s what I am offering up.
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The link is private , not open to public.
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I'm not surprised because it's on Facebook and no Youtube. Maybe someone smarter than me can figure it out.
High 10's with the car over 120mph.... |
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And this is what you look like after you start running a properly built Quadrajet. LOL.
https://i.imgur.com/3qjKWIDl.jpg |
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Strange 1st video wouldn't work this am. Now it works. Congratulations.
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Its scootin and bootin all the way down the track .
Nice work 412cid , flat tappet solid lifters , Dport heads , Qjet |
Impressive!!!
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Not only that but the dude's got a cool band and gets it done on the guitar.
https://youtu.be/SN1pQWierPo?t=89 https://youtu.be/-GmzhQk0j0E |
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Not sure who did the heads or the flow numbers but I beleive they were set up to be legal for Stock Eliminator Drag Racing.
Pretty sure he has a T-II intake on it with a custom spacer/adapter for the Q-jet...... |
Sounds like it’s got a ton of gear…wonder what it weighs in at.
Those stock eliminator guys take those things to the max! |
I don't know what rear gears or vehicle weight. I was only involved in building the TH350, supplying some of the engine parts, and helping with carb tuning, plus supplying rebuild and tuning parts.
It's also running in the heat and on the gas carb. The E-85 carb runs quicker and will be back in place in a few days...... |
Was talking to Brent last night about rebuild and tuning parts for another carb build so asked him a little bit about the car.
Race weight on the starting line 3460lbs. Rear gear is 4.56. Tires are 29" tall. Converter is ATI about 4800 flash stall. At the finish line w/o converter slip right at 6500rpm's. Converter slip is apprx 4 percent. (I wouldn't touch than converter with a 200' pole!) Heads are #48, hand ported to apprx 250cfm. Flat top forged pistons with steel rods. Cam is a older Comp 300B, 265/276 @ .050". LSA is 106, ICL 106........ |
Was talking to Brent last night about rebuild and tuning parts for another carb build so asked him a little bit about the car.
Race weight on the starting line 3460lbs. Rear gear is 4.56. Tires are 29" tall. Converter is ATI about 4800 flash stall. At the finish line w/o converter slip RPM"s would be right at 6500rpm's. Converter slip is apprx 4 percent. (I wouldn't touch than converter with a 200' pole!) Heads are #48, hand ported to apprx 250cfm. Flat top forged pistons with steel rods. Cam is a older Comp 300B, 265/276 @ .050". LSA is 106, ICL 106. Intake is an out of the box Edelbrock T-II with a quick gasket match. 2" spacer/adapter to a 1969 Chevy Q-jet. He also has a Pontiac Q-jet I helped him with set up for E-85 that runs quicker and more MPH than the gas carb. It had a few issues that I fixed last week so it's going back on the engine. We're hoping for 10.60-10.70's with the E-85 carb, a little cooler weather and not pushing into an 11mph headwind....... |
Solid combo!
Built to run the number I’m sure! |
Cam is a older Comp 300B, 265/276 @ .050". LSA is 106, ICL 106.
Wow can you imagine how fast this would run with a "non-stinky, eye friendly, don't throw it down the hill behind the shop" 114 LSA ......LOL But all seriousness good job Brent. We need all the Pontiacs we can get representing us at the track. |
Isn't there some conventional wisdom that a shorter stroke tends to benefit from a tighter LSA?
I also wonder about how the conventional wide-LSA wisdom for cams in the 230-240 degree range might change as you increase duration even for the longer stroke combos, I mean I run OF on a 112 in a 4.25 stroke combo, would I be better off on a 106 or 108 if I had a 250+ @ .050 cam? |
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