[johnta1]

Agree!

[gavin]

The M/T salt car was rumored to have cranks cast from nickel. The reason I bring this up is because a casting pattern for a flat crank would be quiet easy to make and simple in design. Perhaps a short stroke flat crank 3" or 3.5" in a 301 block could give intake and in particular exhaust tuning that could help.Smokey noted that a tempest 4cly engine made more HP per ci than the 421 sd with the same head and cam timing. This was most likely because of exhaust tuning as X design V8s tune as two v4s while a flat plain tunes as two inline 4s.While 180 degree headers get round that the tube lengths you end up with are too long for a high rpm engine.It may be that nickel is not strong enough for a big stoke engine but maybe ok for a short stoke with pin to mains overlap.Of course you then need a custom camshaft but that cost maybe moderated as you need a less exotic valve train for smaller lighter valves and shorter push rods ect.It wont win pro stock but it might come close to your HP to ci target.

[Tom Vaught]

We like the Flat Crankshaft so well we put it into production:

https://media.ford.com/content/fordm...0-mustang.html

Tom V.

[dci]

Bringing this back to the front for discussion. I need to see some creative thinking this time of year to keep my brain from freezing.

[Mike Davis]

Originally Posted by dci

Bringing this back to the front for discussion. I need to see some creative thinking this time of year to keep my brain from freezing.

Creative thinking---
send me a set of RAV to put on my 446CI motor with a 2x4 intake. I will supply headers, carbs and gaskets. See if it will take a 3700lb NSS car from 10.10 to 9.75.
Then I will get them approved in NMCA.
Hows that for creative?

[dci]

Mike I'm pretty sure my pump gas 455 with my RA5 heads will put you in the mid nines with a single 4. I like the way you're thinking though.

[Mike Davis]

Originally Posted by dci

Mike I'm pretty sure my pump gas 455 with my RA5 heads will put you in the mid nines with a single 4. I like the way you're thinking though.

Well that would be nice if I could run a single 4.
Rules limit me to either 3x2 Rochesters or Dual AFB's.
i have tried to get Holley's approved but no dice.

Included in my above offer is another free 30- 35 mile ride around Norwalk OH in my car----again--lol

[dci]

Does anyone have a formula that's accurate for determining CSA needed for different cubic inches, rpm, and or piston speed ? Also what wave should the intake and exhaust be tuned for to produce better than 100 % VE's ? Here is a good short article I found for some to get a basic understanding of what I'm talking about.

https://performancespecialties.wordp...system-tuning/

[dci]

Stan, do you have any formula's that can be used and edited for those parameters? I'm sure they are out there or dyno simulators couldn't be used.

[Stan Weiss]

Originally Posted by dci

Stan, do you have any formula's that can be used and edited for those parameters? I'm sure they are out there or dyno simulators couldn't be used.

Don,
I sent you an email.

Stan

[dci]

Here is some creative thinking I found. Notice the cfm increase in the different stages of porting.

https://www.facebook.com/photo.php?f...type=3&theater

[Half-Inch Stud]

dimples

[johnta1]

I have a few calculators that might help:

Intake Runner and Peak Torque calc

Intake Mach Calc

Plus many others under the Head - Intake section here:

Automotive Calcs

Figure out what specific parameters wanted, I might be able to make one.

[mike leech]

biggest bang is sealing the hood as you may know. then sheet metal, then dray sump(maybe, should help under inertia....=go faster.

[johnta1]

John,

I tried alcohol and got no improvement.

Glenn, did you use carbs with the alcohol when you tried it?

[slowbird]

I agree with Mike sealing the hood and intake will proved most gain. Guessing you could find .1 maybe .15 with those changes.

[dci]

Glenn, please correct me if I'm wrong, but your peak HP and peak TQ numbers look to close together to me. That needs to be investigated because if you can spin the engine a little harder you will obviously make more power. Typically you should see about a 1,500 rpm spread between HP and TQ.

[Glenn Sedig]

Originally Posted by dci

Glenn, please correct me if I'm wrong, but your peak HP and peak TQ numbers look to close together to me. That needs to be investigated because if you can spin the engine a little harder you will obviously make more power. Typically you should see about a 1,500 rpm spread between HP and TQ.

I wonder if a sheet metal intake would increase hp and rpm? My intake runners may be a bit long and making more torque? Or, would sealing the carbs to the scoop make the intake closer to optimum?

[mike leech]

Fwiw i would say its not as unusual as it might think don. For the stroke the torque is high IMO. That would lend to a more efficient head/combo. Although i would like to see pk hp and tq occur higher. Like a 1000 rpm

[dci]

Mike I agree he has a pretty efficient combo, but even pro stock engines have about a 1500 rpm split. Just seems odd to me. It may be valve springs or pushrods making it so peaky I don't know for sure. Just a stab from what I've seen with engines I have dynoed. I could be wrong ?????