I spent an hour or so this evening, laying out those motors. I will fill in the dyno tests later tonight, If it's not too late.. have a couple hours of customer paperwork to do. Anyway, here it is.. http://www.trishieldperf.com/Level 4 Specs and pricing.htm JW
don't have too... First set, with a 308 cam/ 494 ci engine is up: http://www.trishieldperf.com/level_4_494.htm JW
hmm, I must've checked while you were developing the page, it was blank when I went there initially... And all I have to say is: My God.
Kevin, Motor is growing.. again.. will be 525 now.. Car should be finished Mid-June. George might make the eastern swing this fall, he has a new 38 foot 5th wheel trailer, and Truck to pull it. I may tag along too... Bill, Feel free to use anything on this or the TSP website. More dyno tests of this motor are up now. JW
Huh? Jim - nice work on your website. But I'm confused on the Level 1AM engine - didn't you once (or twice) tell me on the phone that iron exhaust manifolds are only good for doorstops when it gets hot in the summer?o No:
John.. When bolted to iron heads, with a small cam and low compression (meaning not in SA trim) then yes, I still believe that's the best use for them. Now, bolt them on to aluminum heads, and that's a whole different story. I knew I kept all those stock manifolds for a reason. But, their still is an 80 HP swing, with the headers and Single plane intake.. The difference is still there, all that has changed is that the "low figure" in the equation went up 60 HP.. :eek2: I'm now using stock intake manifolds to hold the door open.. :laugh: JW
John: I thought JW posted that the recent dyno test results with the Al heads had caused him to revisit his old opinions and now feel that the iron heads were the overwelming limiting factor on making power and not so much the cast iron manifolds. He then decided with the Al heads he could offer an engine with cast iron manifolds and a more stock look that would make 500+ hp.
Correct Jim... But we need a single plane intake to break that 500 HP mark. Have several tests on my desk here, with that combo, in the 508-522 HP range, depending on what carb we had on it. The intake is equally a factor now, not just the exhaust. We went from about 520 ish HP with the dual plane/headers, to the 550's, with just an intake change, once the headers were on. Working on ways to "help" the intake now.. the reverse of what we used to have to do, and we may tackle the problem, to some extent, with cam duration. But intake duration, and intake valve closing point, is a much bigger factor, than playing with that stuff on the exhaust side. I have a dual plane (B4B) motor going together shortly here, that is going to run a much bigger solid lifter cam, and it will be interesting to study the effects of more intake duration, with the dual plane manifold, and then compare that to a single plane on that combo. JW
Jim Are you using the "doorstops" as cast or with some work done to them? If as cast, what more do you think could be gotten with Gessler's manifolds?
