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#121
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Graph with headers
Sheet with headers
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
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#122
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About what I suspected
Isn't it interesting how it makes more peak torque with the manifolds? That's the same results Paul has found with multiple dyno testing. Now you know for certain without guessing. For the difference there, I'd be running the manifolds on the car. |
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#123
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For comparison, this graph is from the motor that went on the dyno right before mine. It is a Pontiac IAII 499 cid 250 + duration/600 lift cam, Edelbrock ported round port heads, single plane intake and 850 cfm (I think) carb. Based on these results I think he has a fairly stingy dyno. He told me he thinks it's 25-30 HP on the conservative side. Based on my results, and this other motor I would think maybe even a little more than 30 hp.
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#124
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Here's a little clip of it at idle. It's hard to hear it in the video but it has just enough lope in the idle. it has 13" vacuum at 900 RPM
https://youtube.com/shorts/N8MFWY47lmA?feature=share
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#125
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Quote:
And I think yours will be the same way. You'll be pleasantly surprised. |
#126
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
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#127
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Peak TQ Manifolds is 522 @ 3600
Peak TQ Headers is 519 @ 3700-3900 But at 4,900 - Headers are making 469 TQ where manifolds are making 459 TQ. I think I’d rather trade 3 lb/ft down low for 10 lb/ft at 5k - although the difference is something you would likely never feel or notice on the street. And the headers look to hold more TQ from 5k to 5,500 where the manifolds drop off more noticeably. If you can find a set of headers that fit well and don’t sacrifice too much ground clearance, that seems to be the way to go? This is a really nice engine that will be a blast to drive! |
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#128
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Maybe some people dont care but I dont want to leave a large amount of power that might be missing. If you never push your car then it probably wont matter but if we're building these engines with good flowing heads,intakes,cams and headers then we're expecting some healthy power,,,correct? Attention to detail i think means everything,,,obviously degreeing cam,,trying different timing,A/F ratio,,as we know its the whole combo working together.
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72 lemans,455 e-head, UD 255/263 solid flat,3.73 gears,,,10" 4400 converter,, 6.68 at 101.8 mph,,1.44 60 ft.2007 (cam 271/278 roller)9"CC.4.11gear 6.41 at 106.32 mph 1.42 60 ft.(2009) SOLD,SOLD 1970 GTO 455 4 speed #matching,, 3.31 posi.Stock manifolds. # 64 heads.A factory mint tuquoise ,69' judge stripe car. 8.64 @ 87.3 mph on slippery street tires.Bad 2.25 60ft.Owned since 86' |
#129
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Quote:
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#130
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A dyno can be stingy but that still doesnt explain a engine built like that that peaks at 4900 -5000 rpms.
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72 lemans,455 e-head, UD 255/263 solid flat,3.73 gears,,,10" 4400 converter,, 6.68 at 101.8 mph,,1.44 60 ft.2007 (cam 271/278 roller)9"CC.4.11gear 6.41 at 106.32 mph 1.42 60 ft.(2009) SOLD,SOLD 1970 GTO 455 4 speed #matching,, 3.31 posi.Stock manifolds. # 64 heads.A factory mint tuquoise ,69' judge stripe car. 8.64 @ 87.3 mph on slippery street tires.Bad 2.25 60ft.Owned since 86' |
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#131
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Quote:
Last edited by napster; 09-13-2022 at 07:22 PM. |
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#132
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Did you confirm that the carb was opening all the way, because even with headers that vacuum reading of about -.8 says that you could use more cfm, at or above 4300 rpm, especially once those numbers get above -1.1!
At .8 your motor is now starting to work at pulling air in instead of atmospheric pressure pumping it in.
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I do stuff for reasons. |
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#133
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Quote:
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#134
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Quote:
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#135
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I love the stealth look on that engine! Pontiac blue with the writing ground off looks fantastic! I think a timeslip is going to surprise you. That 499" +ported heads+250° cam should be 600ish hp, so it looks like his #s were low, too.
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Chris D 69 GTO Liberty Blue/dark blue T400, 9" w 3.50s, 3905lbs 461, 850 Holley, T2, KRE 310s, Comp HR288 w 165s, RA manifolds, 11.60@114, 1.58/60 The spare: 467, 850 Holley, T2, Edelbrock Dport 310cfm w RA manifolds, HFT 245/251D .561/.594L, 11.59@ 114, 1.57/ 60' |
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#136
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Sadly you really can't compare your dyno number to anyone else's. If it ran well, didn't spin a bearing, leak oil or coolant, no loud tapping or knocking noises, and the oil filter was clean when you cut it open after the pulls, the engine is a success all the way around.
You could take the time to carry it to Westech and get your 515hp/560ft lbs dyno sheet for bragging rights, but that would be a couple thousand dollars of wasted funds plus your time.....IMHO. Install it in the vehicle and unlikely you'll ever hold it anyhow without a good set of DOT's or slicks. IF you really want to know how much power it makes head over to the dragstrip, install those sticky tires and get some numbers on it. It is the ONLY way to really know IF you are making the power and if the vehicle is effectively using it......FWIW.......
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
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#137
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And that's exactly what I'm gonna do. Put it in the car and run it. BTW, should I consider the 515/560 numbers to be your estimate? Because that's kinda what I was expecting, largely based on many of your posts and dyno sheets. Thanks.
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#138
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Quote:
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#139
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Quote:
Maybe we need a clarification here. That heading says Pan and not Manifold. Stan
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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 |
#140
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Quote:
Stan
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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 |
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