[wreckmastr]

Which intake did you decide on??

[BruceWilkie]

Originally Posted by LiL Jack

Nice plastic spacer, did someone not calculate the runner length properly?

And that was 3-1/2 YEARS ago!

Manifold is std deck... block is an IA tall deck... thus the spacers... This pic is from early on in the prototype stage...

[S/st 54]

Originally Posted by Jeff Kinsler

LMAO..

Nevermind! I can't say it

[Stan Weiss]

Originally Posted by LiL Jack

Nice plastic spacer, did someone not calculate the runner length properly?

And that was 3-1/2 YEARS ago!

Lil jack,
If you ever built any engines you would know when you put an intake designed for a standard deck height onto a raised deck height engine it needs spacers.

Stan

[BruceWilkie]

Originally Posted by wreckmastr

Which intake did you decide on??

Hint... read the valve covers.

fwiw pics of the bigger intake just dont capture the reality of the runner size. (or the ports it feeds)...

[wreckmastr]

Originally Posted by BruceWilkie

Hint... read the valve covers.

Hint ..... He posted both in HIS 572 thread that's why I asked.

http://forums.maxperformanceinc.com/...d.php?t=731179

[cgeise]

Originally Posted by john marcella

Cant what? You have asked me a direct question about nothing.

1000 / who cares? old hat
1100 / not a big deal, been done a few times
1200 / been done once, and is the new target for many.


So again , cant what? How high is the bar set for your personal hurdle ?

While those are benchmark numbers I think its more important to look at HP per cid to see a heads potential -- 1100 out of 500 ci is way more impressive than 1200 out of 600 plus ci if you do the math. So -- if a cv head makes 1000 on a 572 is it as good as a e-head on say a 540 that makes 1000 ??? close but no,

[Half-Inch Stud]

Originally Posted by wreckmastr

Hint ..... He posted both in HIS 572 thread that's why I asked....

Not me. just sayin; I gots a 472

[J.C.you]

Originally Posted by cgeise

While those are benchmark numbers I think its more important to look at HP per cid to see a heads potential -- 1100 out of 500 ci is way more impressive than 1200 out of 600 plus ci if you do the math. So -- if a cv head makes 1000 on a 572 is it as good as a e-head on say a 540 that makes 1000 ??? close but no,

lol.....and so says someone that has never made any power N/A with a pontiac....you are starting to sound like Stan.

[john marcella]

Originally Posted by cgeise

While those are benchmark numbers I think its more important to look at HP per cid to see a heads potential -- 1100 out of 500 ci is way more impressive than 1200 out of 600 plus ci if you do the math. So -- if a cv head makes 1000 on a 572 is it as good as a e-head on say a 540 that makes 1000 ??? close but no,

Well then you should stop looking at Pontiacs.

[Stan Weiss]

Originally Posted by J.C.you

lol.....and so says someone that has never made any power N/A with a pontiac....you are starting to sound like Stan.

J.C.
Different people run different classes which have very different rules. If you run a class with minimum weight and not max. ci you you build to produce the max. HP however you can. Other people run a class which is based on pounds per ci. The above engine would have its a** handed to it in these classes. Different strokes for different .....

Stan

[cgeise]

Originally Posted by J.C.you

lol.....and so says someone that has never made any power N/A with a pontiac....you are starting to sound like Stan.

HMMM lets see over a 1000hp with a 540 In a BRACKET CONFIGURED ENGINE - it runs in Super Gas -- and has to go round after round -so lets see - your 1.97 hp per ci to my 1.87 hp per ci --- your 30,000 dollars in a top end to my mmm maybe 10k --- take away your extra 60 cid and your upper 1070 to 80 or so - not bad -- but not the end all --- now compare dollars to hp - and well you get it - Unless you need me to simplify it some more.

[J.C.you]

Originally Posted by Stan Weiss

J.C.
Different people run different classes which have very different rules. If you run a class with minimum weight and not max. ci you you build to produce the max. HP however you can. Other people run a class which is based on pounds per ci. The above engine would have its a** handed to it in these classes. Different strokes for different .....

Stan

ok, Stan, u the calc king. Keep on calculating.

[GTOGEORGE]

Curt,
It's the round after round after round thing
that's confusing some racers. They Just don't understand, it's a new concept to them! LOL!


GTO George

[J.C.you]

Originally Posted by cgeise

HMMM lets see over a 1000hp with a 540 In a BRACKET CONFIGURED ENGINE - it runs in Super Gas -- and has to go round after round -so lets see - your 1.97 hp per ci to my 1.87 hp per ci --- your 30,000 dollars in a top end to my mmm maybe 10k --- take away your extra 60 cid and your upper 1070 to 80 or so - not bad -- but not the end all --- now compare dollars to hp - and well you get it - Unless you need me to simplify it some more.

Any dyno sheet of your claimed 1000hp motor? Weight and all out ets, in what type aero body? I smell some BS.

[LiL Jack]

That's not BS.

[David Holmberg]

Originally Posted by LiL Jack

That's not BS.

Agreed, Curt has the real deal.

[wreckmastr]

Originally Posted by J.C.you

Any dyno sheet of your claimed 1000hp motor? Weight and all out ets, in what type aero body? I smell some BS.

As requested Mr.Geise's dyno sheet's

[LiL Jack]

Nice 1009 HP @ 7,000 RPM!

Probably easy on valve train with that low rpm.

[v869tr6]

Originally Posted by wreckmastr

As requested Mr.Geise's dyno sheet's

Is this a Pontiac engine? Build details?