[v869tr6]

1580 HP at the tire with D ports, puts a interesting spin on the cylinder head wars!

[Tom Vaught]

Jim Y is a good friend of Marty Palbykin and over the years they swapped parts and knowledge on building high hp factory blocks. Have been waiting for several years for Jom's car/engine project to be completed. Glad he put down some great numbers.

Great Job Jim!

Tom V.

[Tom Vaught]

Originally Posted by v869tr6

1580 HP at the tire with D ports, puts a interesting spin on the cylinder head wars!

Marty P Basically had a 260 cfm D-Port head done by Jim Butler's head porter (RIP)
He was a very good cast iron cylinder head porter.
Not sure what the flow is on Jim's cast iron heads is but Marty's 260 cfm heads were capable of running 194 mph (skipping 2nd gear) at Norwalk the first year the car came out.
A Ton of knowledge on Boosted Turbo Engines since then.

The engine should be very impressive any place it races.

Tom V.

ps Exceptional quality video.

[PAUL K]

Awesome!!!

[tstevea]

Think Jim Y has always been Dport guy ... little Jack and Jims car on the line be a poster shot for sure

[Hooter]

Anyone know when he plans to take it to the track?

[Dragncar]

Isn' he the guy who went 7sec with D ports or real low 8s ?

[Dragncar]

Originally Posted by gene simmons

I happen to like that body style,murder nova is one of my favorites on SO.
To me the monaro isn't a real gto. I will take a 73/74 ventura/gto anyday.

I like the body style too. As Venturas, just not GTOs. It was just a badge. GTOs have to have real horsepower. The make good drag cars Venturas/Novas, dont weigh a lot. Big tires is a problem though unless you cut it up.
They are better than the "Moneros" I have to say.

[taff2]

B*llocks,looks like I 'll have to up my game when I get my factory block/heads combo back out! Nice work Jim. Would be interesting to see what he's done to the heads and block.

[LiL Jack]

I thought the car was done for a while?

Has he ran it yet?

[gene simmons]

Originally Posted by Dragncar

Isn' he the guy who went 7sec with D ports or real low 8s ?

Yes,he ran 7's
https://www.youtube.com/watch?v=H2oebZLbn_g

[gene simmons]

Originally Posted by Dragncar

Big tires is a problem though unless you cut it up.

Yeah,that was the problem with my 74 ventura

[ponjohn]

Iron heads seal up pretty good.

[ponjohn]

Originally Posted by gene simmons

Yeah,that was the problem with my 74 ventura

Was your car mini tubbed?

[gene simmons]

No,it had the stock wheel housings.

[kmtw]

Originally Posted by Tom Vaught

Marty P Basically had a 260 cfm D-Port head done by Jim Butler's head porter (RIP)
He was a very good cast iron cylinder head porter.
Not sure what the flow is on Jim's cast iron heads is but Marty's 260 cfm heads were capable of running 194 mph (skipping 2nd gear) at Norwalk the first year the car came out.
Tom V.
.

Marty P. ran 6.95 @ 200mph, making around 1600HP.
D-ports end up flowing the same, around 260cfm, regardless who ports them-
even the best CNC programs only take about 1/8" out of the floor, walls, roof before hitting water,
or becoming too thin for reliability. you end up with a port 1/4" wider, and 1/4" taller, give or take.
there's only .200" port wall there, you can't grind it all away.
the turbo makes the power through multiplication.
take a 250cfm D-port measured at atmospheric pressure 14.7psi on a flow bench.
hit it with a second "atmosphere" of 15psi boost, it flows 500cfm.
hit it with a third atmosphere of 30psi boost, it flows 750cfm
the HP level multiplies as well.
take a 400 Pontiac SuperStock engine NA that makes 600HP@flywheel.
hit it with 15psi boost- doubles it to 1200HP.
hit it with 30psi boost- triples it to 1800HP.
1800HP flywheel is about 1500HP rear tire.
so there you have it.
it's not a perfect linear formula due to parasitic losses, but there's a tendency toward these results.
alcohol and an intercooler manage the heat, and alcohol can make more torque.
there's one factor only the better, high dollar dynos measure- transient response time, and recovery time between shifts.
an engine with a quick transient response and recovery time, can make less HP on the dyno,
and be faster at the track, than an engine that made more HP on the dyno, but has a lousy transient response time.
on the dyno you're not racing anyone or against the clock. you can take a leisurely 10-15 second dyno pull,
and slowly build the boost pressure, or even a 20 second dyno pull.
at the track, the race is over in about 6-7 seconds.
if it takes 10-15 seconds to build the 30psi boost and make 1800HP, it's counterproductive,
cuz the track is short 1/8 or 1/4 mile, and the race is over in 10 seconds or less.
there's NA cars running in the 7's, and modern turbo setups running 6's and 5's.
you need the boost now off the line to be competitive.
that's a tall order for a stock block engine, especially one 50 years old.

[Stan Weiss]

Originally Posted by kmtw

Marty P. ran 6.95 @ 200mph, making around 1600HP.
D-ports end up flowing the same, around 260cfm, regardless who ports them-
even the best CNC programs only take about 1/8" out of the floor, walls, roof before hitting water,
or becoming too thin for reliability. you end up with a port 1/4" wider, and 1/4" taller, give or take.
there's only .200" port wall there, you can't grind it all away.
the turbo makes the power through multiplication.
take a 250cfm D-port measured at atmospheric pressure 14.7psi on a flow bench.
hit it with a second "atmosphere" of 15psi boost, it flows 500cfm.
hit it with a third atmosphere of 30psi boost, it flows 750cfm
the HP level multiplies as well.
take a 400 Pontiac SuperStock engine NA that makes 600HP@flywheel.
hit it with 15psi boost- doubles it to 1200HP.
hit it with 30psi boost- triples it to 1800HP.
1800HP flywheel is about 1500HP rear tire.
so there you have it.
it's not a perfect linear formula due to parasitic losses, but there's a tendency toward these results.
alcohol and an intercooler manage the heat, and alcohol can make more torque.
there's one factor only the better, high dollar dynos measure- transient response time, and recovery time between shifts.
an engine with a quick transient response and recovery time, can make less HP on the dyno,
and be faster at the track, than an engine that made more HP on the dyno, but has a lousy transient response time.
on the dyno you're not racing anyone or against the clock. you can take a leisurely 10-15 second dyno pull,
and slowly build the boost pressure, or even a 20 second dyno pull.
at the track, the race is over in about 6-7 seconds.
if it takes 10-15 seconds to build the 30psi boost and make 1800HP, it's counterproductive,
cuz the track is short 1/8 or 1/4 mile, and the race is over in 10 seconds or less.
there's NA cars running in the 7's, and modern turbo setups running 6's and 5's.
you need the boost now off the line to be competitive.
that's a tall order for a stock block engine, especially one 50 years old.

Yes, as boost levels increase heat management to keep density ratio as close to pressure ratio as you can is key.

Stan

[Tom Vaught]

Marty, as was posted had massive amounts of torque and was over 30 psi of boost many times. He did a show at Dallas one time with a issue in one cylinder, he ran within a tenth (with the performance of that cylinder being down) because the turbos/wastegates saw the additional load and added more boost.

3 years before he cracked the block (1967 2 bolt main engine with added splayed caps).
Jim Y is a cool guy, (I have been told by many), hope to see his car run at some point in person.

Tom V.

[BruceWilkie]

Yep this will probably fly for a long time.
Vin63 with nitro and blower and 3.75 stroke forged Ohio crank in early 70's 2 bolt block converted to steel splayed caps went over 200 mph near 3000 race weight.target RPM was 9200. He could only attain 8600 rpm using cast factory N crank and alky.
Think Jim Y's combo will fly for a long time.
It boils down to getting best harmonic control you can and keeping tune conservative

[Dragncar]

I wonder what number/ccs the D ports are ? And why it seems you see these builds with D ports rather than iron round ports. Would a 300cfm RAIV head run better, or a 270cfm HO head work better ?
Isnt getting rid of the exhaust a big deal with blown engines ?

Always wondered how my Whittmore HOs would do with a Vortec. Driving to the strip and running a easy 10 flat and driving home.
Turbos seem like a lot more work, plumbing ect.