Here are the dyno results of our Finishline Motorsports 464 for the race car. Girdled 464 JE pistons with aluminum rods 13.5:1 CR TA Stage 2 TE heads .639/.635 Straightline Performance solid cam TA SP2 wirh Pro Systems 1050 Dominator 2 1/8" primary headers The carb was perfect right out of the box, we just added a little more timing to get the 725. Bobb says there is more there but we were satisfied with the numbers on a safe easy tune. http://www.v8buick.com/attachment.php?attachmentid=96087&d=1183338591
Any port work on the heads? And do you have any more stats on the cam (duration, centerline, etc)? My buildup is near that, lower compression and less cubes. Trying to get a ballpark for mine, obviously i wont be as high as yours. Thanks
The heads have a pretty good port job. There is more left in the heads if needed. Cam duration is 272/284. Centerline is 108/166.
Very good. I assume youre running rollers? 1.65? My 430 buildup is nearly the same, the differences are listed: Mine will have full porting on the heads, the cam has more duration (294,298) with less lift (.602,.630), less compression (actual 10.64 compression), less carb (planned 1000 HP, may go larger dominator). Im guessing comparing them, do you think i can get away with 675 hp or more? :Brow: I wish i could havebuilt it like yours, having 725 hp on a safe tune. :eek2: :eek2: Should make a real real fast buick, it appears its going in your 69 skylark? Sounds good :beer
Steven, your duration number is "advertised". Your cam should actually have less duration than his. What's your duration at 0.050" valve lift (which is what Chris listed)? It should be on your cam card. Devon
Steven: Look at Chris' combo. & then yours. 3 points less compression, much smaller camshaft, less carb, over 30+ less cubic inches. If you are able to pull even 600 hp out of your's you've hit a homerun. :TU: Don't be so concerned with overall max. power, but with the average available power and and what rpm.
Just look in the TA Catalog, TA 294-98F, Advertised Duration, 294*/298*, Duration at .050, 260*/266*, 110 Lobe Center, with 1.60 rockers, .584/.611
Doesnt a point of compression give only like 2% increase? o No: Anyway, for my sake, i hope youre wrong :spank: :TU: were not talking wheel hp are we?
Steven, we've been trying to bring you down from the stratosphere for some time, now. It's ok to dream big. 1 hp per cubic inch isn't hard to reach with the BBB these days, but once you get past that you get less & less return for the dollar. Stretching to 1.5 hp/cid normally aspirated? You're gonna need some serious dyno time and parts at your disposal. That is a big stretch with a bolt-together combo. Trust me, I've been there...and am now. Be happy with 1.1, 1.2 hp/cid, then watch for wear. Once you've solved those problems, take another step. Sounds like you're going for broke all at once...and don't misunderstand me..."broke" can be taken as in regards to hard parts as well as your wallet...or both, as is usually the case. Devon
Steven the engine is going into a 69 GS. Bobb Makely thought we could have made 750 with more fuel and timing. They are 1.65 rockers as well. If you are planning on running good gas anyways compression is free HP. I wouls guess you should be around 600.
just a question, what made you go with the aluminum rods? and is this a race motor or street strip? i'm thinking about going to aluminum rods on my next build ...
The aluminum rods are much lighter than steel for one reason but the real advantage is because the aluminum kind of acts like a shock absorber to the bottom end. This engine will see a bit of street duty but is mostly for the track.
At least someone believes (near) me :Brow: I guess 600 might be fine (N20 here i come, good thing my rings are gaped for it) As much as i would like higher #'s, it think that would do fine, less numbers might mean less troubles. even 725 in a 69 lark, youre going to be bookin it! i was thinking aluminum rods in the beginning, but someone told me they stretch after time, plus it probably would have been overkill.
Chris, Awsome numbers on your buildup.:eek2: I building a very similar buildup I have two questions first How much work done to your intake. and second is that a brand new Pro systems carb or one modified by them.
Hi Terrance, can you make it to Test-N-Tune? Houston Buicks meet at Baytown sunday the 15th. Gates open at 2pm. Me and Jeff are bringing Leaver. Hoping to stay in the 10s with mid summer heat. Dunno? we'll see... Hoping Shawn brings out the 494 regal. We need some more big block cars. Hope you can make it!:TU: http://www.houstonbuick.org/
Terrance I can answer this easier than Chris Can since I did the work. The intake was modified for the HVH plate, Then the was work done to blend in the runners to the freshly machined plenum. The intake runners were mildly blended back further up the runners that in comes from TA. The new SP intakes are much nicer than the old version and easier to even out. The carb was a brand new unit from Patrick, he prefers to use the hp bodys so we just tend to buy new ones for our customers. Chris was right I do think there is more in this engine if we would have run it up to 7,000 we might have seen mid 730's as it was. It was starting to show signs of wanting more fuel the break numbers showed it and so did the egt's but we left it were it was they had seen enough. it would have liked a little more timing based on passed experience with this combo. we have built a couple very similar to this and they generally respond well with more and a little fuel. I think 740 to 750 is in it with some tuning later after they get the car sorted out. We all figured new car and big power that we should keep the tune safe to keep one worry out of the equation
David, Congratulations are in order:beers2: I'm not together yet I just picked up a motor from Shawn that I should have gotten last year. ou: I should just be getting back in town from dropping the kids off to grandma's in North Carolina. If nothing happens I will be there as a cheer leader!!! Also since you are the doctor of the 430 I got a nice 40 over 430 you might be interested in.:Brow:
Bob, Thanks for the response. You've made another bbb for me to drool over. Very informative :Smarty: One more question how much difference would there have been if this motor were a 482?
I noticed there was quite a bit of work done to the SP 2 when we had the carb spacer off to put the lift plate on it. And yes Bobb you did a much better job than I could have explaining that.:beers2:
