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#1
12-28-1999, 11:43 AM
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One of the biggest trouble as I see it is when the crank starts to flex to much and everything comes appart. But I have always wonder how much HP can you take out of an engine before you have to worry about that.
Lets say you use eagles rods with 2 bolts main caps.Je pistons and balance and blueprint that mother as the best you can do. And get a real good balancer. What will be the safe limit that you can take this engine to. Another thing how can you prevent it from happening, or in other words where do you try to make the block stronger. And what about valve train flexing to
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its snow where I live |
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#2
12-28-1999, 11:43 AM
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One of the biggest trouble as I see it is when the crank starts to flex to much and everything comes appart. But I have always wonder how much HP can you take out of an engine before you have to worry about that.
Lets say you use eagles rods with 2 bolts main caps.Je pistons and balance and blueprint that mother as the best you can do. And get a real good balancer. What will be the safe limit that you can take this engine to. Another thing how can you prevent it from happening, or in other words where do you try to make the block stronger. And what about valve train flexing to
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its snow where I live |
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#3
12-28-1999, 01:56 PM
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Crank flex (or whipping) is caused by the weight it's swinging and is best controlled in a stock block with 4 bolt main caps and studs. If you have an undrilled (no 4 bolt holes) block use splayed caps. The factory 2 bolt setup with studs, and the other components you listed should pose no problems to 6500 RPM.
Camshafts suffer more from "twist". With the drive mechanism up front and the drag of the distributor and oil pump drive at the back, it's not uncommon to see rear cam lobes lag by as much as two degrees (depending on total load). We've experimented with cams ground with the lobes advance as you move from front to rear and have yet to find the combination we're looking for results wise. |
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#4
12-28-1999, 02:07 PM
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The dist one can always move to the front so one could eliminate that one, but have anybody seen any gain in that ?
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its snow where I live |
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#5
12-28-1999, 02:09 PM
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 [ May 03, 2002, 11:13 AM: Message edited by: PONTIAC DUDE ] |
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#6
02-04-2000, 02:23 AM
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Where do these 700-750, 900-950 numbers come from? ,known failures?, out of a hat?,motor explosions while on a dyno? I'm looking for hard facts reguarding HP limits of the stock-block pontiac
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#7
02-04-2000, 10:50 AM
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Experience
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#8
02-04-2000, 02:37 PM
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Does filling the block cause any problems with cooling on a STRIP/street car
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#9
02-04-2000, 05:30 PM
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[ May 03, 2002, 11:14 AM: Message edited by: PONTIAC DUDE ] |
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#10
02-05-2000, 01:37 AM
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Pontiac Dude, what would you guesstimate max HP and safe rpm of 71 455ho-.060 billet crank, 4bolt billet caps,crower billet rods, comp roller valvetrain, ported 191 heads, supercharged/intercooled/EFI. I know this is a question better suited for a dyno but due to the complexities of my EFI and intercooler (refrigerated R-12),a dyno run would be a major operation. A chassis dyno has recently been opened in a nearby city but havent had chance to get there and I'm not sure how well it would work with a street/strip car of this nature. My last times at the track were in the 10.0 area and car weighs 3800lbs. I would appreciate your 2 cents. Thanks.
[This message has been edited by Chambers (edited 02-05-2000).] |
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