FAQ |
Members List |
Social Groups |
Calendar |
Search |
Today's Posts |
#101
|
|||
|
|||
Don't get me wrong, I understand you're building something to get after it with... I wish you the best and hope you prove everyone wrong..
|
#102
|
|||
|
|||
Quote:
No one doubts the money and dedication you have.. I'm also aware it takes more than hp.. |
#103
|
||||
|
||||
Didnt think i was being put down, just stating the obvious...
|
#104
|
||||
|
||||
Quote:
I believe if BES was given the money. They could build a Pontiac that at the same ci as Ron Rhodes engine would make the came HP. Stan
__________________
Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#105
|
||||
|
||||
Engines are just pieces of iron and aluminum, and in some cases billet aluminum.
Engine does not know it is a Pontiac or a chebby. Tony B is a very talented Guy who know a lot about making fast cars and excellent engines. ALL FACTS. PERIOD. Tom V.
__________________
"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#106
|
|||
|
|||
Same HP doesn't mean same acceleration rate..
|
#107
|
|||
|
|||
Agreed, they don't know but they do have limitations based on parameters..
|
#108
|
||||
|
||||
Tony has already built Pontiac motors the same CID as Rons that make more power. But not set up for spray. You would never get that pontiac motor in a car and weigh within 200-250 pounds of Rons car, unless it was a tube chassis car. If you did get in a paper weight, it would be so dam nose heavy, good luck getting it to work. My car is pretty light. His car with driver race ready weighs less then mine without a driver...
|
#109
|
|||
|
|||
Quote:
|
#110
|
|||
|
|||
Quote:
|
#111
|
||||
|
||||
It's not my business to get into the details of Rons stuff. It is relatively easy to make 2 horse per cube with a Pontiac for an NA combination. As an example, Lil Jacks motor made more on nuts then Cagles 582 BBC. Both set up for spray. Cagle has been much faster with the same jet. Some motors have intrinsic advantages over others...
|
The Following User Says Thank You to John Langer For This Useful Post: | ||
#112
|
||||
|
||||
Its not just the block, the crank is heavier, rods longer, pistons bigger, heads heavier, push rods longer, intake heavier, balancer heavier etc.
|
#113
|
|||
|
|||
Quote:
|
#114
|
||||
|
||||
Anyone have the scoop on what is planned for the Youman Pontiac motor
__________________
1963 Cat SD Clone (old school) streeter 1964 GTO post coupe, tripower, 4speed (build) 1965 GTO 389 tripower, 4 speed, driver 1966 GTO dragcar 1966 GTO Ragtop 1969 Tempest ET clone street/strip 1969 GTO Judge RA lll, auto 1969 GTO limelight Conv. 4speed go and show (sold) 1970 GP SSJ 1970 GTO barn find..TLB…390 horse?….yeh, 390 1972 GTO 455 HO, 4 speed, (build) 1973 Grand Safari wagon, 700hp stoplight sleeper 525ci DCI & 609ci LM V head builds |
#115
|
||||
|
||||
Quote:
GTO George |
#116
|
||||
|
||||
Nice hate to see a 4000 Hp poncho motor not put to use
__________________
1963 Cat SD Clone (old school) streeter 1964 GTO post coupe, tripower, 4speed (build) 1965 GTO 389 tripower, 4 speed, driver 1966 GTO dragcar 1966 GTO Ragtop 1969 Tempest ET clone street/strip 1969 GTO Judge RA lll, auto 1969 GTO limelight Conv. 4speed go and show (sold) 1970 GP SSJ 1970 GTO barn find..TLB…390 horse?….yeh, 390 1972 GTO 455 HO, 4 speed, (build) 1973 Grand Safari wagon, 700hp stoplight sleeper 525ci DCI & 609ci LM V head builds |
#117
|
||||
|
||||
It is the highest hp Pontiac out there……except maybe the boss birds engine!
GTO George |
#118
|
||||
|
||||
Question? are these Proline 481X and hemi motors close to replicating a factory GM or Mopar design as far as head chambers, valve layout, bore spacing, and other parts location parameters? or are they clean slate redesigned setups, (kind of like the LS was for the SBC V8 GM lineup)?
__________________
1966 Lemans, 3700Lbs, 406 ci, #96 Heads, Crane 467/494 cam, RPM Intake, Q-Jet, 11 inch Converter, 3:90 gears, 3 inch exhaust, Best ET 12.62@107 MPH 414ci shortblock coming soon! |
#119
|
|||
|
|||
Quote:
https://www.prolineracing.net/produc...stage-4-engine To try and answer your parameter questions a little better, the 481X uses a BBC bore center, not sure about the hemi. Here is a little more info from another source on the 481X . " Running a high horsepower mill on an engine dyno is an abusive task for any dynamometer, and every dyno has a limit to how much torque and horsepower it is capable of keeping loaded. So as a means to preserve their high dollar investment, when most engine builders connect a freshly assembled 3,000 horsepower mill to the engine dyno — prior to shipping it out to the customer — the engine is generally tested at a fairly conservative power output which is often nowhere close to its peak potential, or even near the same level that the customer will be pushing it to in many cases. To better stress-test their engines at a higher horsepower, to be fair to the customer, Steve Morris resorted to designing and building his shop’s engine dynamometer himself. While Steve states that this specific 525ci 481X engine is capable of holding itself together at 90 psi, not even the SME dyno would survive a max power pull with this engine. So this 481X was instead tested to between 40 and 50 psi of boost, which is still much higher than most dyno cell operators would dare to go. The Build 481X Billet Block Pistons AJPE’s billet 481X engine block and SME’s custom spec Diamond pistons. As stated earlier, AJPE’s 481X engine platform is a hybrid between the big-block Chevy and Hemi architecture. It retains the big-block’s 4.84-inch bore spacing, but utilizes mostly Hemi patterned auxiliary components. And AJPE teasingly calls this combination the “Anti-Hemi.” Additionally, many of the parts used in this all-billet build are designed in-house by the team at Steve Morris Engines. Including the custom SME designed billet intake manifold, 90mm twin throttle body setup with a tight radius “Ram’s Horn” intake elbow (for better clearance), SME valve covers, front motor plate, balancer, crank trigger pickup, and cam sync design! The top end includes AJPE’s lightest “stage four” 6061-T651 billet cylinder heads, weighing just 36.6 pounds each! The heads also feature 73cc combustion chambers, 50 degree valve seat angles, Trend 1/2-inch intake and 9/16-inch exhaust pushrods, 0.937-inch Jesel lifters, and a custom grind SME camshaft to time the 2.450-inch intake and 1.920-inch exhaust valve events. Steve Morris Engines - 481X Billet Block AJPE’s billet 481X engine and “stage 4” cylinder heads, with a custom SME billet intake manifold. Internal lubrication is handled by a five-stage Peterson dry sump oiling system, and fueling is accomplished using an Aeromotive front mount fuel pump feeding a set of Atomizer injectors — which are both powered through a single SME belt drive assembly. Boost pressure is forced through the 481X using two Pro Mod-spec 102mm Precision turbochargers, while boost control is managed through a pair of Turbosmart wastegates and blowoff valves. But Steve says they will most likely be downsizing the turbos to better suit Tuttle’s needs before sending it out to him. Holding all of that boost within the cylinders is achieved through the use of SME’s custom spec Diamond pistons, while a set of MGP connecting rods handle the torsional and tensile forces, and a 4.150-inch billet Bryant crankshaft keeps it all in rotation. And engine management for this project is controlled through a FuelTech FT600 EFI system, and Steve was just recently trained by FuelTech’s own Luis De Leon when he paid the SME shop a visit. Steve Morris (left) and Luis De Leon (right)" Last edited by mgarblik; 01-23-2022 at 07:02 PM. |
The Following User Says Thank You to mgarblik For This Useful Post: | ||
#120
|
||||
|
||||
Monza is selling his fresh 481x for $55k, like Mike said "Bring your checkbook".
|
Reply |
|
|