More like the shirts you wear ...... O-Yea MY INTAKE ! Thanks for your help !! Joe Called it the first time . Can I say, HE TOLD YA So !:laugh: dollar:
Yes, on Joe's dyno. No, I'm not running it on Sunday. I don't own an SP1 and by the time I order one and have it delivered and get the engine back in the car and the hole cut in the hood it will be Thanksgiving, at least. Yeah, I need a hood scoop.
So ... does anyone have a theory why the B4B was such a pig and would cause his motor not to spin up ?
The biggest unknown in the Yardman's build is the cylinder heads. Supposedly, they are Kenne-Bell Stage3's. Sounds impressive, but who knows. They were ported Stage1's back in the day. Who knows what they flow or how they flow. Could be they like a less restrictive intake, and there is something about the air flow characteristics that are a mis match for the Edelbrock intake. That is why I urged Yards to pull them off and have Greg Gessler evaluate them. I still think that is what he should do. I predict that Yards will eventually do just that, one of these days.:grin:
Need more info.. Take a picture of your dyno sheets, with the air cfm numbers during the pulls. I certainly have seen 20-30 HP increase with a single plane manifold before, but they never just drop off the cliff with a dual plane, they just make less power. And they are never rpm limited like yours. They still make peak numbers at or near the same rpm as the single plane manifolds. Unless there is really something screwy with that B4B, like the port openings are much bigger than the head ports, or there is an alignment problem. Post of jpg of your dyno sheets, make sure we can see air numbers and fuel numbers, along with rpm and torque/hp numbers. What kind of dyno was this? JW
Was the SP1 run with the rollers or stamped rockers? I'd like to know how the two compare after 5,000 RPMs with the 413 cam. BTW, my stamped rockers run right up to 5,500 without blinking. That's with a B4B, ported TA SE S1s, and 284-88H.
I think Gessler can also do up a B4B to make it flow better. You wouldn't have to cut your hood then.
JW- I'm sure Yards will post up more info, but the B4B in question is straight out of the box. He had a ported one on there a while ago, but I think it ran worse! The screwy part of his set-up is his heads are some Kenne-Bell ported jobs from a long time ago, so who knows exactly what was done to them. The heads are fresh, but the porting is from back in the day- different than what most people are running today as they aren't from the handful of known current head guys. That's the part of his set-up that's different from current build "formulas".
I talked to my buddy and he is willing to donate his used but good set of solids. I'm thinking that we'll take the engine a part this weekend, if so, I'll get them in the mail next just in time for the holiday rush. The engine is out and on the stand so it shouldn't be too long. Jim, I'll send them to your address on your website unless I hear different. Thank you.
Here is an update: The engine is set up correctly. It revs HARD to 5500 in the car (and on the dyno - and 470 HP from iron heads and a 413 cam is pretty darn good). Well, at least it pulls to 5500 in the car for the first 10 minutes of driving, that is. Then it lays over hard at 5000. The B4B did it as well, but they both happened at the same RPM so it was impossible to know there were 2 issues. The SP1 is awesome. I have cut a hole in my hood and will have to choose a scoop carefully to avoid wrecking the lines of this car. But the few times I can drive it to 5500 it is a thrill ride, let me tell you. Now. We know it is nothing mechanical because it didn't do it on the dyno and it runs fine until it gets about 10 minutes of run time. I put a fuel pressure gauge on it and at idle I have 6.5 lbs of pressure. At WOT it drops to just above 5.5 lbs. That is plenty of pressure to keep my fuel bowls filled. So... It has to be in the ignition. So I borrowed an MSD box to replace mine and will hopefuly get it swapped tomorrow. So we'll have to systematically begin to rule out ignition components. More to follow.
Oh, and I forgot to add... when it revs freely to 5500 it does it so effortlessly. When it is nosing over the exhaust note sounds different. Even at idle or off idle. As it approaches 5000 it sounds as if it is screaming its head off. When this is finally fixed it will be one for the books.
Hey, Yardley, are you running the rollers or stamped rockers now (since you've switched to the SP1)? Also, does the problem seem to be directly correlated to when the water and/or oil temperature is warming up? Is the EGR valve opening up? :laugh:
Yards you should write a book you have had every weird problem there is.I have a build close to yours.I have a edel pro intake with 1" spacer, did you notice any difference in the ta manifold in the short time it ran better.Any difference in low end?Thanks hope you get the answer.
I don't really notice much low end diff when it is still cold and running well. And until it begins running poorly it is just a beast! I'm running the rollers. It runs flawlessly for the first 10 minutes! I just bought a new MSD off ebay so we'll see if that makes a difference.
