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#21
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I'm fully aware of issues related to hyd rollers |
The Following User Says Thank You to slowbird For This Useful Post: | ||
#22
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What about the Crower 60919
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468/TKO600 Ford thru bolt equipped 64 Tempest Custom. Custom Nocturne Blue with black interior. |
#23
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To curb HFT issues use the lightest SS valves possible OE's are heavy, use low mass rockers and keep pushrods as light as possible, All this will allow you to run minimal spring pressures
is there any chance of getting a 80-85CC small valve 350 head? Slightly smaller valves and bowls should bring the torque curve in sooner and the higher compression than 6X4 will help that too... just a thought |
#24
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From Manton...
Do not be overly concerned about pushrod weight. The pushrod is on the slow moving side of the valve train. The additional weight of a heavy wall pushrod usually provides a much needed increase in valve train stability. .
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'70 TA / 505 cid / same engine but revised ( previous best 10.63 at 127.05 ) Old information here: http://www.hotrod.com/articles/0712p...tiac-trans-am/ Sponsor of the world's fastest Pontiac powered Ford Fairmont (engine) 5.14 at 140 mph (1/8 mile) , true 10.5 tire, stock type suspension https://www.youtube.com/watch?v=qDoJnIP3HgE |
The Following 4 Users Say Thank You to Steve C. For This Useful Post: | ||
#25
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Can't compare a Chevy to a Pontiac, BUT!
A good friend of mine had a small block 400 built for his 1966 C10 pickup. .030 over, cheapest forged pistons available. Short rods. Early performer intake. 3310 Holley. And SMALL long tube headers (1-1/2" primaries). Used a 268H comp cam (again not a XE cam). Made 300 HP, 400 ft/lbs on a Superflow dyno. My engine builder (here, same) always went with absolute net ratings, nothing exaggerated or fluffed up, just the truth. This Old pickup weighed over 5000 pounds, but performed like a bat outta Hooterville!!! I lost this good friend this past February. He sold his 66 about the time I was getting married in 1995. Another life lesson for me!!!
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1977 Black Trans Am 180 HP Auto, essentially base model T/A. I'm the original owner, purchased May 7, 1977. Shut it off Shut it off Buddy, I just shut your Prius down... |
#26
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My RA3 with a melling 068, 400 turbo and 3.31's gets 17 mpg in my bird if I drive it nice at 70 mph. Plenty of long trips doing that over the last 25 years.
Has went a best 13.10 and a best mph of 106. Enough fun for a daily driver. An overdrive should put it well over 20 mpg if I ever decide to do that one day. On a more radical scale, dad's road trip this past weekend in his 571ci gto with a 4l80e and 3.42's got him 15.89 mpg at 70 mph. Not bad for 720hp. Overdrive and gear selection are key. |
#27
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who is overly ?? every bit helps my statement is correct and with minimum springs pressure like dead stock or weak stockers your much needed is out the window... |
#28
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Dennis Last edited by SD455DJ; 11-23-2022 at 09:56 AM. |
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#29
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Formulas, you are correct. The situation here may not generate the interest in valvetrain stability. Just a tid bit here for presented interest.
Source: https://mantonpushrods.com/tech-info/facts/ Many as a norm go from the typical .080"-0.83" pushrod to around 0.118". I've never weighed the difference. Cliff Ruggles statement on the subject: "BTW, we are switching all of our engines over to custom thicker wall pushrods, as the .080" wall 5/16" units are flexing a bit too much for our liking with these increased spring pressures and heavier valvetrain parts we end up using these days" But again, the caveat here, increased valvetrain mass and the resulting increased spring pressure is not in the cards here. .
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'70 TA / 505 cid / same engine but revised ( previous best 10.63 at 127.05 ) Old information here: http://www.hotrod.com/articles/0712p...tiac-trans-am/ Sponsor of the world's fastest Pontiac powered Ford Fairmont (engine) 5.14 at 140 mph (1/8 mile) , true 10.5 tire, stock type suspension https://www.youtube.com/watch?v=qDoJnIP3HgE Last edited by Steve C.; 11-23-2022 at 10:17 AM. |
#30
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I think most of the examples are showing you can bump up performance quite a bit and not give up a lot on the efficiency at cruising speed. Especially with OD tranny’s or tall gears..
The right compression coupled with a well matched cam really helps also. Jeff, I was think about what I mentioned on the hi-energy 268 in low compression 455s against the 068 and the 214/224 summit cam. That was wrong. The cam I recall adding a tad of fuel economy over those 2 cams was a 230/230 cam in a 455 HO, same cam family as a 268, just bigger. It was fairly shocking considering how much rowdier the cam is. |
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