John the fuel we are using cools down the intake runners, pulling heat away from the exhaust area, lessening the risk of the melt down( the wall between the 2 exhaust port gets way to hot when shared). We still need to keep a considerable wall thickness between the ports even with this. The heads we are looking into, this area would be able to be worked further, giving greater CFM to the gas guys. Our engine will be running between 92-96% Nitro. The volume of fuel used between start up,burnout, backup, and run will be between 9.5-12gallons. We obviously have a few goals we are after:Brow: . We are not here for ourselves though. We are really trying to promote the Buick regardless of engine size. My wife's front engine dragster is being power by an alcoholic turbo-charged 350 Buick.:TU: . There are funds available to start this process, we are still looking for the right person/shop to handle this. Jeff I will look into the shop above this week before I go out to the southeast to meet with the next shop with all the pieces we have so far.
Jeff, I step out of the Buick world quite often. Which is why I understand that not many have used up the potential on our Buick head. I agree to make 1300 plus HP you will need a better cylinder head. But it is more than cylinder head. It is block, bore spacing, cylinder head, camshaft, intake, etc. I am just saying that not many have tapped the potential in what we have let alone try to make 1300 HP. I also do not know many Buick guys that are willing to spend 100K for a race engine. And if they have the 100K to spend, they are smart enough to not try to do it with a Buick! All I am saying is there are other areas where we need to be looking for HP versus spending big dollars on a cylinder head. I think your 380 CFM is enough to support 950 HP plus, if we have the correct bearing sizes, the correct crankshaft and other components that will let you make 950 plus HP. Having the new T/A block is a great start to the process! Now we need this... Here is a picture of an Oldsmobile crankshaft that is 42 lbs. and was made back in 2003. We are a bit behind in our technology. Talk to guys like Andy Miller and Bill Trovato who run an Oldsmobile. I have many good friends who run well into the 6 second range. It is very tough to do. I wish you the best of luck with your project!!! OH.. and my car is legal prostock weight at 2355 lbs with driver. If I had an extra 20K to play with I could make it about 2 tenths quicker. :3gears: I
John, Very cool, did you ever think of changing from EIIEEIIE to EIEIEIEI? Or would this be getting away from the Buick look to much?
Here is the deal with this fuel ,Nitromethane. You are able to make damn near twice the power as of a regular racing gasoline engine on this stuff and it will remain cooler as to the race gasoline engine. So no dua the nitro engine will produce more power then a racing gasoline engine, I'm happy someone talked to Jason line, now go talk to Darin Morgan for cylinder head tech and information then reduce your weight on the boat anchor of a crank,(reduction in size of main and rod journals) and you can fly from there. T/A does have the equipment to have the best heads available and not have to spend 10k on special valve train, I'll post a number for all of you to get a hold of and ask this guy what he can do to make a cylinder to fit a 1500+ Horsepower engine and not have to have one off valve train. He also makes C.N.C. Billet engine blocks too. I have talked to him once about a Buick Billet block and Billet Cylinder heads to my spec's, he told me he can do it and have the valve train set where it won't break the bank but be every day stuff. Yes you have to have C.F.M.,Velocity, and your ports done rt in that combo to have a 1500 hp engine if not you won't be able to do it. I have looked up ever single thing on port velocity,port design and shape and what you must have to achieve your power level. Look it up and you will all see.
http://www.turbobuick.com/forums/stage-ii-tech/350904-billet-head-design-build-thread.html check this out guys. not for us, but cool anyway
Cody, Thanks for the link. Post #51 is something that us naturally aspirated guys need to pay attention to.
Billet heads are cheaper then having to go figure out all the B.S. when there is a guy out their that can do anything you want, BIG SQUARE PORTS, or what ever you want, That's why I'm studying port designs,velocities,and CFM. From their you can pick and choose what works and what don't and still maintain non EXOTIC valvetrain. Yes you might have to resort to Brand C or D or Even Brand F valvetrain but It's cheaper then going one off piece's right?o No: R&D is what kills you in cylinder heads, Just go look at this http://www.darinmorgan.com/projectr.html ,This one bad arse cylinder head and it flows a ton and the port velocities are rt and to boot no exotic parts had to used, the parts already existed. That's why I'm learning so much, I learn from several source's not just one. Go fourth and learn my friends, I'm still learning. Oh by the way if the guy can't make 1000+ ponies on the superchargered engine, you got a problem, Nitromethane will make serious Horsepower period, A N/A Buick making 800 ponies on race gas, by switching to Nitromethane( Not using 92 to 96 % either) like 60% will result in 1000+ponies. I'm sorry to sound to damn cocky but When I miss with that stuff I love showing people the truth, I ran a evinrude V-6 200 gt two stroke outboard engine all done up making 500+ HP and switched to that stuff, I was at 750+ and not worrying yet. Nitromethane is some wicked stuff and you should know what the stuff does before missing with it, because one wrong move and your junk go's boom.
Ok folks, any of you have drawings or a plan for billet heads, call this guy, Brodix sent me to him. Tom Hempilly 1-724-639-9924. Just talk to him about your plans and listen what he has to say, you'll be blowin away.
