Well it rained here on Saturday so I could not run it this weekend. Sunday being mothers day was a no no. I did get some cam 2 114 octain. I havent driven it yet but ran it in the garage to see if the idle would be the same. No difference there but it smelled cool. Will be putting it on a dyno Thursday at Tonys Corvette shop in Gaithersburg md. I have 5gal. of cam2 mixed with 10gal. 93 octain gas. He is going to put some block sensors in palce to check for pre detination while running it through the rpm range to check tune,hp and torque. Might be able to get to thet track in two weeks if the weather is good. I will post the flow sheet for the heads as sson as I can get it scaned for those who ask.
Going to the shop for dyno today! And our local drag strip on 5/24/2013 for test tune. This car is going to be 99% street drivin the only reason for the dyno and track test runs are to put it in the portfolio for the car and to lern from it. This is one of the quickest cars I have had will be nice to see the numbers.
Well I have to say that most of you guys are in tune to BBB. Everything I got back was in the ballpark for HP. It came in a little low but it's there. 475.59 RWH. and motor est. 573.21 with 562 LBS torque. I had an 1968 L88 427 corvette with 550hp. wich was my quickest car. This car feels stronger but has more weight but way more torque. very fun to drive.
Looking at your flow sheet, its small so its a bit hard for my bad eyes ou: but in test #2 the flow#s don't start until .500 lift. If those #s in row 1 carry down to row #2 they are very low, same on the exhaust side. You are calling these heads stage 3's but a stage 3 head is a tall port head and yours don't look like a tall port they look more like a STG 2 SE head but correct me if I am wrong. The reason I mentioned about your heads being the "new" design is because they have the extra head bolt hole on the intake side and that was 1 of two things I suggested to Mike when he was developing the new block.
The first row is the out of the box from TA with the larger valves in them before any porting was done.We tested them in the area where the cam lifts are as that is the area I was interested in. We only used a 2'' air horn also. Not 10'' to 14'' like others trying to get there numbers up. The heads are over worked for the installed cam,carb,. I did this so if I changed the cam and carborator. I would not have to rework the Heads to get the flow. they are in the area of what is called stage 3 head work. They have been ported and shaped as large as they can be without sleaving bolt holes. with the largest valves that TA makes for them. they are not the TE heads with taller intakes. they are the SE stage one heads.
I am sorry that I don't under stand the air horn? What is that? What bore sized was used when flowed? I have no problem using a cam with a spit on a good flowing heads until I find /see different on the dyno but your cam is .560/.545 lift and allow .015 or so for push rod flex etc your peak #will be around .545 +/- so any thing over .545 means nothing to your combo. If you look at it in my way of thinking your engine only see's max lift once unlike the lift's below max lift. The engine hits your .300 and .400 lifts twice so they are mush more important in my eyes. this will still hold true with a larger cam etc. OK, so they are STG 2 SE heads with level 3 type porting. The lifts that are there on your flow are real good for that type of head.
Chris, I think he is talking about a flow tube. Don't they attach some sort of pipe to simulate a manifold intake port or exhaust header tube to get more accurate numbers, and simulate the head attached to the intake or header tube?
Yes they do. You try to get a tube or air horn cut to match the length of the runners on the intake to get real operating numbers. We only had a 2'' tube so the numbers are little low. We used a 4 1/2'' flow tube under the head sealed with gasket material. 1/8'' rubber. The guy that does my engines lives only a couple miles from me and I know him well. We flow checked them together so I could see it done. We even checked my 1970 iron stage 1heads. They only flowed 223 at .700
I flow the exhaust with and with out a tube and what I use is a header flange exactly the same as the TA headers but with 6"s of pipe the same size that the engine would use in car but that at best just is to equalize the ports, after that 6"s its only a quess what real happens. I use sheer plates on the intake side to equalize the ports and then I have a plate to flow the intake manifold runners and after that I bolt the intake to the head. A tube on the intake side is new to me but you really can't simulate on the intake side with a tube because the intake manifold runners are rectangle and different lenths. That is what works for me, it doesn't mean your guy is wrong. Do you recall the .400 lift?
Well the track was closed for test and tune today so I did not get to run it. Weather is suposed to be good Saturday will try early morning time trials. Car is ready!!
How'd it run at Mason Dixon Jack? I was up there yesterday. Good racing...BQUICK was running 10.24-10.28 all day. 011-.018 lights every pass (best I've ever done on a given day). Lost 4th round and didn't win a penny. Good racing though.....
Awesome! We were there Saturday early for about 2 hours. Car ran very good. Ran 50/50 94 high test and 112 race gas. 10.88 @ 124mph. On 29x9.5 slicks. I did weigh the car again and its 3,580lbs. They gave me a list of things I would have to do to it so I could run again in the future. Not doing it to this car its nice. It is a street driven car just wanted to know how it ran. WOW! 10.24
TENS first time out!!! That's great Jack! That's fairly light...what did you do? Tell Dave I ran it all day and only got a couple drops of oil in the MOROSO PCV oil separator I put on it. Talk about ring seal.....after 700+ passes!!!??? I has a collector extension fall off in the 4th round (rusted, jagged) as I was about to shift into high gear. Heard the tone of the motor change so I short shifted at 6K instead of 64-6500. Ended up running 10.26 on a 10.24 dial and losing. Margin of victory was .004. Luckily that header extension (very sharp) didn't cut my slick or I might not be writing this...... I lost by .0004 a few weeks earlier. That's racing!!!!
I ran this car before taking the motor out. It ran 11.90 This motor has 113 more hp. and 50 ft. pounds of torque got me high 10s' so I am happy with that. Pulls very hard from start to finish in all gears. Shifting at 6,200 As far as weight goes. Aluminum wheels,aluminum intake,aluminum heads, removed the ac and all components. Cleaned up under the hood so you can see and work on everything. It only has a 14 gal. gas tank as well.
No rollbar, right? That's a good bit of weight. If so, I bet they told you to go home. I ran a 9.996 in elims in my other car and they tossed me. (needs a full cage and license)
Roll bar, blow shield, drive shaft strap,fire exstinghisher,helmet, Not cutting my car up. I can run the 1/8th. though. Most buick meets do run the 1/8th. so might do that every now and then for fun. Drive shaft strap might be a good idea though.
I have had fast or quick cars and I knew this one was going to be. Had my helmet snell aproved full face. boots,jacket,pants. Just in case. Have been running it on the street and tuning it before I went. On the street I dont go over 80mph. I am a light to light guy just dont need the speed. But I like the take off 1st. and 2nd. gear by then they know what there dealing with anyway. My omly fear is that the drive shaft will let go and flip the car. I have ordered a strap for it. All universal joints are new but you never know. ---------- Post added at 09:14 AM ---------- Previous post was at 09:12 AM ---------- I see where that could have had a bad afect on your slicks if it had hit it right. Need to come and see that car!
