[PAUL K]

Originally Posted by Stan Weiss

Steve,
Slick Rick is a very good head porter. Didn't know he worked on Pontias.

Stan

Only when you throw Steve C kind of money at him.... Otherwise he rolls his eyes and says he's to busy

[PAUL K]

Originally Posted by Dragncar

I got my Comp regrind back from Tim today.
Opening and closing events are virtually the same just the ramp is a little less aggressive and .015 less lift.

He uses a formula for aggressiveness of the lobe putting stock lifter bores at risk.
He subtracts the advertised duration (.020) from the @ .050 duration.
This cam comes in at 34, well his exact calculations are 33.5
He has a number of 32 that is the line where lifter bores are put at risk. The smaller the number the greater the risk and those are lifter bore brace only cams
. Comp as is was 29 and he considered it too risky for a stock block with a safety margin.
This cam got reground with a Harold B UD lobe that has proven to be safe.
His formula does seem a tad conservative to me as I am sure folks have run cams in their stock blocks with a number under 31. Even a Crower I had Dan Whitmore spec out for me had a number of 30 and he would not knowingly get me a risky cam.
This cam will give me a gross lift of .733 and it has a lash of .016.
It should work out better for me as the old cam had a gross lash of .759
I probably could have run the Comp as it was since I have a full SD brace. Just did not want to rely on it. It was just for added protection for use with a cam that did not need one.
Bullet did a nice job on this. It seems like they even polished the cam gear for me, very smooth.

Is this the special "pump gas" cam you've been talking about?

FWIW I don't believe those are original "Ultradyne" lobes.... Ultradyne goes from .426 lobe to .434 in their Master Cam Catalog. I doubt Harold came up with a new family of lobes since my catalog considering the state his business was in.

Generally I feel anything up to a .440 lobe is reasonably safe to use in a factory block with a lifter bore brace..... I wouldn't worry about running that cam.

We used a 268/272 .420 lobe on a 110 and made 735 on a pump gas Hi-port factory block combination...... The springs were on the heavy side and the guy has had zero issues.

[Stan Weiss]

Originally Posted by PAUL K

Is this the special "pump gas" cam you've been talking about?

FWIW I don't believe those are original "Ultradyne" lobes.... Ultradyne goes from .426 lobe to .434 in their Master Cam Catalog. I doubt Harold came up with a new family of lobes since my catalog considering the state his business was in.

Generally I feel anything up to a .440 lobe is reasonably safe to use in a factory block with a lifter bore brace..... I wouldn't worry about running that cam.

We used a 268/272 .420 lobe on a 110 and made 735 on a pump gas Hi-port factory block combination...... The springs were on the heavy side and the guy has had zero issues.

Paul,
Somewhere about it was stated Bullet lobes.
Intake - Bullet-R299-4315
Exhaust - Bullet-R308-4315

Stan

[PAUL K]

Originally Posted by Stan Weiss

Paul,
Somewhere about it was stated Bullet lobes.
Intake - Bullet-R299-4315
Exhaust - Bullet-R308-4315

Stan

Wasn't sure if that meant "Bullet" or "Bullet Ultradyne".

[Steve C.]

Those are Bullet Racing lobes, not UltraDyne.


( Paul.... I bought the HP raw castings and John paid Rick for the port work .... and it was back when I worked for a living )


.

[Dragncar]

Originally Posted by PAUL K

Is this the special "pump gas" cam you've been talking about?

FWIW I don't believe those are original "Ultradyne" lobes.... Ultradyne goes from .426 lobe to .434 in their Master Cam Catalog. I doubt Harold came up with a new family of lobes since my catalog considering the state his business was in.

Generally I feel anything up to a .440 lobe is reasonably safe to use in a factory block with a lifter bore brace..... I wouldn't worry about running that cam.

We used a 268/272 .420 lobe on a 110 and made 735 on a pump gas Hi-port factory block combination...... The springs were on the heavy side and the guy has had zero issues.

Thanks, I had been waiting for something from you on this since knew you had done it before.

[Dragncar]

Originally Posted by Stan Weiss

OK, Back to cams

About this velocity graph. I don't have lobe lift files for any of these lobes and so I generated / simulated them. For Jake's intake lobe I used the specs for a Comp Cams 11516 lobe.

The green line is Jake's lobe. The red line is Dragncar's old Comp Cam 2229 lobe and the blue lobe is Dragncar's new Bullet lobe.

Stan

Thanks Stan. So this chart shows the velocity of the lifter movement with each cam ?

[Dragncar]

Originally Posted by slowbird

Who said your block would break with the Bullet regrind?
10second hp engine went nowhere, it wasn't finished and he sold everything. Also I bet those heads didn't come close to 460cfm

Breaking with the power I am trying to make. Not necessarily the cam.
JM posted those numbers here himself. You question that guy ?
All his stuff is about as good as it gets. Intakes, E heads, Pro Ports, Tigers, High Ports and all done in pure aluminum.
IMO, the best. And that is not saying there are not others just as good.

[Steve C.]

Meet the magic man ........

https://www.facebook.com/bulletracin...138259/?type=3


.

[Stan Weiss]

Originally Posted by Dragncar

Thanks Stan. So this chart shows the velocity of the lifter movement with each cam ?

Troy,
Yes, I should add is that my graph is in crank degree and and this changes the x and y axis scale. Programs like Cam DR and Audie Cam Pro Plus show these graph in cam degrees.

Stan

[Stuart]

A couple pages of pointless chest beating and insults by the usual suspects has been deleted. Carry on.

[Stan Weiss]

Since Jakes cam card was post.

I believe this is a dyno sheet from Jake's 434.

While I would have liked some other information on the dyno sheet, I did like that they showed cranking compression psi

Stan

[PAUL K]

Originally Posted by Stan Weiss

Since Jakes cam card was post.

I believe this is a dyno sheet from Jake's 434.

Stan

It really holds onto the power

[Stan Weiss]

Originally Posted by PAUL K

It really holds onto the power

It sure does. Looking at that it looks like I would want to shift that close to 8000 RPM.

This Jake's top end.

Ceralli Edelbrock 65cc "Tiger Cub" cnc ported standard port 348 cfm @ .800 lift
2.15/1.71 Manley Gen II stainless valves. 11.33:1 comp. PAC 1325 springs titanium retainers & locks from Scott Brown
Yella Terra 1.65 shaft rockers from Butler
Calvin Hill's solid roller lifters with bushings
Trend 3/8" .135 wall pushrods from Scott Brown
Mega brace installed
Scott Brown roller cam. .769/.767 lift.
4500 Victor ported by Johnny at Ceralli's. Mark Whitener built 1050 4500

Stan

[slowbird]

Originally Posted by Stan Weiss

It sure does. Looking at that it looks like I would want to shift that close to 8000 RPM.

This Jake's top end.

Ceralli Edelbrock 65cc "Tiger Cub" cnc ported standard port 348 cfm @ .800 lift
2.15/1.71 Manley Gen II stainless valves. 11.33:1 comp. PAC 1325 springs titanium retainers & locks from Scott Brown
Yella Terra 1.65 shaft rockers from Butler
Calvin Hill's solid roller lifters with bushings
Trend 3/8" .135 wall pushrods from Scott Brown
Mega brace installed
Scott Brown roller cam. .769/.767 lift.
4500 Victor ported by Johnny at Ceralli's. Mark Whitener built 1050 4500

Stan

I would've liked to seen his cam/top end on a 461 or bigger. He had real nice stuff

[Dragncar]

Originally Posted by Stan Weiss

It sure does. Looking at that it looks like I would want to shift that close to 8000 RPM.

This Jake's top end.

Ceralli Edelbrock 65cc "Tiger Cub" cnc ported standard port 348 cfm @ .800 lift
2.15/1.71 Manley Gen II stainless valves. 11.33:1 comp. PAC 1325 springs titanium retainers & locks from Scott Brown
Yella Terra 1.65 shaft rockers from Butler
Calvin Hill's solid roller lifters with bushings
Trend 3/8" .135 wall pushrods from Scott Brown
Mega brace installed
Scott Brown roller cam. .769/.767 lift.
4500 Victor ported by Johnny at Ceralli's. Mark Whitener built 1050 4500

Stan

Jakes engine was kinda the one I patterned my build after.
My heads are close enough to those E heads. Flow more with a bigger valve.
434 vs a 461.
11.33-1 CR vs 11.5 Ported ring pack that has been back cut
Crower 1.7 shafts vs YT 1.65s
Splayed caps with filled block and Mega Brace.
Trend 3/8 pushrods from KRE
Steffs pan with kickout and double teflon scrapper
Moroso 3 vaneVictor
Performance Carb built 1050
His engine does have a lot more lift on the cam. I am too chicken to try a stick like that.

I would be happy with 705 HP
I am sure his was put together by a pro.

[slowbird]

Originally Posted by Dragncar

I am sure his was put together by a pro.

I believe Jake and his dad built it

[Gach]

Humm, the pulls done at 100 rpm increments, usually not the norm. Peak torque around 5700 rpms and peak hp around 6900 rpms. 1/2 pump gas 1/2 race gas. Total timing 39.5 degrees thats allot of timing. Water average 149 degrees. Although not many make 1/4 mile run at 150 degree water. AFR not to bad. I’m just wondering how many runs it made down track, what vehicle verified weight was. I’ve always used 8-10% drive tran lost trying to figure real hp once its in the car and going down track.

Does anyone know what it ET and mph and weight…was. how many runs once every thing was sorted out. Were runs made on pump gas or race gas. What it ended up needing for stall convertor and gear.
All that would help on reading dyno numbers.


Reading the average numbers posted on dyno sheet and figure drive tran lost kid of puts it altogether. So in vehicle figuring drive tran lost probably around 650 hp.
Also wondering what shift points where. 7000-7500.

[Stan Weiss]

Originally Posted by Gach

Humm, the pulls done at 100 rpm increments, usually not the norm. Peak torque around 5700 rpms and peak hp around 6900 rpms. 1/2 pump gas 1/2 race gas. Total timing 39.5 degrees thats allot of timing. Water average 149 degrees. Although not many make 1/4 mile run at 150 degree water. AFR not to bad. I’m just wondering how many runs it made down track, what vehicle verified weight was. I’ve always used 8-10% drive tran lost trying to figure real hp once its in the car and going down track.

Does anyone know what it ET and mph and weight…was. how many runs once every thing was sorted out. Were runs made on pump gas or race gas. What it ended up needing for stall convertor and gear.
All that would help on reading dyno numbers.


Reading the average numbers posted on dyno sheet and figure drive tran lost kid of puts it altogether. So in vehicle figuring drive tran lost probably around 650 hp.
Also wondering what shift points where. 7000-7500.

Gach,
Between printed and actually files from super flow dynos I have a don't know how many 100's of dyno pulls. Almost everyone one of them is in 100 RPM increments.

Stan

[Gach]

Have quite few myself, guess it is the norm. Either way shouldn’t effect dyno numbers. Really wasn’t my point.