[Scott Roberts]

Then what does the term tunnel port refer too? I must be ignorant..

[J.C.you]

Originally Posted by Scott Roberts

Then what does the term tunnel port refer too? I must be ignorant..

A straight port, nothing more, nothing less. That was the advantage of the tunnel port head over other designs of that timeframe. Evidently no one had tried moving the pushrod out of the port and/or probably did not have the supporting hardware to move it.

[Scott Roberts]

So what rpm does ur motor peak at?

[J.C.you]

Originally Posted by Scott Roberts

So what rpm does ur motor peak at?

CSA determines peak among with other factors including stroke, which I am sure you are aware of. The motor we are still working on is a class motor, built for a specific purpose, hopefully to have an advantage with current rules in that class. I don't think it is a fair assumption that because this engine currently peaks at 8100 or so means a shorter stroke build would do likewise.

I see no reason one could not take a 3.5 stroke or so with a 4.5 bore, a short valve v head such as Lynn's with the pushrod out of the port, move the cam lobes and lifter bores to straighten the angles and make power to 10k.
Would it make comparable power as a symmetrical port head? No, but to blankly say a tunnel port cannot make power past 9200 is not a good thing to publicly post. You may have to eat a cyber post.

[mike leech]

I wonder how that would taste?

[Scott Roberts]

So how much offset do you have on the intake side..im going to guess enough to force a move on the exhaust side..?? You think you can move the lifter bore enough to straighten out the valve train to a point were the valve train is stable at 10k? I dont think so..I stand by my post. I think you will end up with a pile of broken parts..im guessing you will launch push rods through the hood..Jmo

[Scott Roberts]

I wasn't basing my statement on what your motor peaked at, just curious.. would u feel comfortable turning your valve train to 9500?

[J.C.you]

Originally Posted by Scott Roberts

I wasn't basing my statement on what your motor peaked at, just curious.. would u feel comfortable turning your valve train to 9500?

It wasn't designed to go 9500. 8500 is enough to kick some arse, if we want to twist it that much.

[Half-Inch Stud]

Originally Posted by mike leech

I wonder how that would taste?

HaHa hayagot a racecar?

Seriously Mike that deserves a Doubleclick Link. not gonna do. nooot gonna doit.

[J.C.you]

Originally Posted by mike leech

I wonder how that would taste?

That was the G rated version. I could have said cyber sheite.

[mike leech]

Originally Posted by Half-Inch Stud

HaHa hayagot a racecar?

Seriously mike that deserves a Doubleclick. not gonna do. nooot gonna doit.

If I say yes, are you going to post one of those butthurt songs?

[mike leech]

Originally Posted by J.C.you

That was the G rated version. I could have said cyber sheite.

I'm not at all curious how that might taste.

[Scott Roberts]

So how much offset? Was I right it was so much t forced a move on the exhaust ?

[J.C.you]

Originally Posted by Scott Roberts

So how much offset? Was I right it was so much t forced a move on the exhaust ?

Scott, everything has been moved in some manner. We run a smaller exhaust valve, because of the good flowing convertible exhausts and moved it over in the chamber,.... in turn Tony was able to put a 2.4 intake in the head without shrouding. Are you doubting Tony's ability to make a valvetrain stable enough to stay together?

[Half-Inch Stud]

You said yes. This DCK is for you: http://m.youtube.com/watch?v=2OBV3PfX3BQ

Is it 5 months to Norwalk?

[Half-Inch Stud]

http://m.youtube.com/watch?v=RwK9ncm...ature=youtu.be Back to topic.

[Scott Roberts]

Im not doubting Tony's ability to do anything.. I am however doubting your ability to answer my question. I never said your engine would come apart, I said that your valve train would not live at high rpm. So is it an "1 or more offset and would u feel comfortable with 10k rpm on that valve train? Also, what tunnel ports besides yours have the push rod outside the port?

[J.C.you]

Originally Posted by Scott Roberts

Im not doubting Tony's ability to do anything.. I am however doubting your ability to answer my question. I never said your engine would come apart, I said that your valve train would not live at high rpm. So is it an "1 or more offset and would u feel comfortable with 10k rpm on that valve train? Also, what tunnel ports besides yours have the push rod outside the port?

What difference would it make if it is 2"s of offset? It is working at the rpm it is designed for. Are you calling 8500 a low rpm motor? lol.

I never said this setup would work at 10k rpm. I said 10k rpm could be attainable with moving things around on a SMALL ci motor. I assumed you would know that csa could be played with and a smaller port designed, thus less offset, cam lobes moved, lifter bores moved, etc.

An unrelated question, besides talking in circles, and a legit one.... how come your flopper ran 1/2 second slower in your possession than it does now with a less aero body?

[mike leech]

Originally Posted by Half-Inch Stud

You said yes. This DCK is for you: http://m.youtube.com/watch?v=2OBV3PfX3BQ

Is it 5 months to Norwalk?

4 1/2 months

[Tom Vaught]

Originally Posted by Pont428

I have heard McCarty Racing is doing a 406 and it should be in the range of 2.7 to 3.0 HP/CID. It has a 4.40 bore and 3.3 stroke. I think that comes out 404 and change. They intend to run NHRA Comp Eliminator or at least Super Stock Modified. I saw the crank, man is that thing cool! It is an old original RAV forging from a 366. They have two of them!

The same crank forging was used in the Butler/Welter 440 cubic inch Twin Turbo and later 106mm single turbo engine. A very good forging.

How many do you want? The Butler/Welter 366 forgings came from my stock.

Tom Vaught