Damn, that's nice!:TU: :beers2: It looks kinda cool with the front end up, guess it won't stay that way with the engine installed. Now just imagine what it'll look like with some slicks on it!:Brow:
4:20 PM........an excellent time of day p Look'in good Ted.....but then I've seen that car in person and it looks even better. :TU: Peace WildBill
I was thinking to just put the engine and trannie in , a bucket seat and seat belt- bring it to Norwalk :idea2:
How many of these folks do you think know what 4:20 stands for? Yeah the cam is obviously a regrind with a lot of diuration, short on lift and as Tom stated could have used a wider LSA at least. Peak HP at 4700 could have been due to the 109* LSA dropping off. This a start at least of some motors getting tested and results will have to improve with the data! Thanks guys!
One thing I really liked on the results was the torque- the dyno started reading @ 3000 and torque was 444 , stayed above 445 through to 4500. At peak HP it was still around 408. I think thats drivable- I really am looking forward to seeing if the dyno results mean drivability:3gears: :3gears:
You're right. Torque is what pushes us back into the seat. The longer the torque stays high the wider the power range. HP is related to torque. SBC's made good peak HP and at high rpm's but had poor torque, even the big blocks. HP is what keeps the car going but torque is what gets it there to start with! Keeping the torque above 400lbs./ft. from 3000rpm to say 5200rpm would be ideal with shift points at 5500rpm. Good luck! Looking forward to the results in the car!
I've always been one to say that hp you can get out of a sheet of paper,torque on the other hand can be measured and felt.Those #'s look great to me for a street terror.Looking good while doing it too.
Greetings. I know this is an old post however..................... I have an "X" code intake. Does it produce more power than the factory 2X4 intake? Any other differences have you noted running the "X" code intake such as "warm up", restart after hot soak, etc.? Any hood clearance problems? Are you running any carb spacers on the intake? Thank you, Marty
Hi Marty, alas the X code has only seen Dyno time. It will cause hood clearance problems on the 65 Wildcat. Our 2x4 air cleaners are the lowest profile and I want to modify one to work with the X code. Most recently the 425 that was slated for the wildcat got put in a 64 wagon. I was thinking of bolting the x on that for a while just to get some fun use from it. Thanks for asking, Ted
Thanks for the info Ted. Does it produce more power than a stock 2X4 intake, stock 4 barrel or Quadrajet? Thank you, Marty
I sure wanted to know that and failed to set up a test on the dyno to measure it. all the manifolds that ended up on engines that I had dyno'd were modified. the single 4 was extrude honed, dual quad had Gessler work on it. Unfortunately there are no real solid conclusions to be made. power from 2 different 425s were very similar - on with the X code and the other with the Gessler. check out Rhett's comparison here: http://www.v8buick.com/showthread.p...old-and-Tom-s-rockers-comparison-race-results
One thing to maybe keep in mind is that an intake might shine in a particular application based on factors particular to the rest of the combination. Keep in mind casting differences easily exceed the dyno's margin of error. At best, it's apples and oranges. They are made a certain way for market demographic. If the lengths, CSA's and flows are all close, then pick the one you like the look of best. As long as the intake does not restrict, I don't think there's much there you can change. Who tests for cyl to cyl distribution at home? Dream killer...but I still like looking over dyno sheets and track times, it's enjoyable. Not to derail, but there's lower hanging fruit in playing with header lengths and arrangements. Easy enough to change. Free math out there. You don't see much magazine coverage on the subject because the product can't be kept exclusive and marketed. Bone stock engines are below the point of diminishing returns as far as effort is concerned, but I can assure that there's gains to be found. I for one would love to see an intake with interchangeable tops that would not affect runner length and cross section. I think it could be done with some forethought. As far as it being a profitable business model...well, someone would have to do it for love. These type of endeavors take much longer than customary payment terms allow, and even with interest beyond this board I'm not so sure the investment would be recoup'ed timely. Anyone want to collaborate an intake project?
Question for Specialwagon 65. You said you put the 425 in a 64 wagon. I happen to have a 64 special wagon and a 425. The wagon has a 300 in it. Is it a lot of trouble to shoe horn a 425 in there? Cool thread and one good lookn motor. Thanks, Tom
It can be done with 65 Gran Sport parts, there is a lot of special parts though. My Specialwagon has a 455, also a good swap but still some challenges. I like the 350 for a swap into an a body- most of the 300 stuff will bolt right on. The 425 went into a different wagon- a 64 LeSabre, which was equipped with the big nailhead from Flint.
Eight years later! Busy with life but the 65 Gran Sport is on the road! It feels pretty fast. Taking it to Beech Bend Thursday. It may not be allowed on the track. (safety check- I will go through it just to see what they find.)
Congrats Ted - We want lots of pics and details, including air conditions, 60 ft's, etc...Knock 'em dead! Hey from there, I'll be up in Stanton MI for the Pure Stock Drags Friday and Saturday (as a spectator, booooooo) Why don't you work in a little road trip at some point and do some benchwarming with me?
