Question for tdacton; The 470 HP number Sean posted is that from your 470 BBB that you're having testing done with and Sean got a little confused maybe? 390 + 25 = 415 HP Is this what we're actually looking at? +25 HP is respectful for just a intake change as long as the engine has a larger duration @ .050" cam setup for more RPM, right? Derek
Derek, No, the 470 HP number Sean posted is correct for the Herche NHRA 350 running the SP3. This was a 25 HP improvement on this 350 motor switching from a DP to this new SP3. We had a "set back" on the stock appearing 470 today. I will be posting that # on a different thread once we get it back to the dyno.
And where i got the 390 hp number from is the typical 350s they build with the stock intake, q jet, stock lift cam etc... Obviously the 470 hp engine has some wilder stuff vs the 390 hp versions.
No i got the 390 hp number from gary when he was testing the other buick 350s he built... Believe it or not you are not the only one to dyno a 350 lol.
Good deal:TU: I called Tim & I am on 'the list'. He was thinking maybe about four weeks. Should really help my roller engine breathe.
troy, did you find the h/p and torque moved up in the rpm range with the s/p? notice the ease of rpm opposed to the d/p?
So basically those 3 highlighted sentences should tell anyone with a clue as to how few people will ever come close to getting these hp numbers with their street 350! If the head porter who does these super stock heads is worth his salt, id say they probably flow more than what the T/A aluminum versions will If you think a Stock Eliminator motor is a trick piece Super Stock makes them look weak!!!!!!!
Hmmmmmmmmmmmmmm................. Must be correct casting number for year and horsepower claimed, perNHRA Technical Bulletins or NHRA-accepted. Cylinder head casting mustalso be on NHRA runner volume list as published in National Dragsterand on NHRA.com. Porting, polishing, welding, epoxying, and acid-porting is permitted.Grinding and polishing in combustion chamber permitted. Welding and/orapplying epoxy in combustion chamber prohibited. Spark-plug hole mustmaintain the stock location, size, and angle as machined by the OEM;spark-plug adapters prohibited. Valve-guide centerlines must maintain the stock lateral andfront-to-back location as machined by the OEM. Valves must maintainstock angle; valvestem angle must remain stock, +/- 1 degree. Cylinderhead must be able to hold combustion chamber, intake and exhaust runnervolumes per NHRA Specifications. Any aftermarket steel valve permitted;must maintain stock head and stem size; titanium valves prohibited.(OEM sodium-filled valve may be replaced with titanium, provided weightis equal to or greater than original.) Valve diameter permitted to be+.005? or -.015? from published NHRA Technical Bulletins. External modifications prohibited. Welding or epoxying permittedon external portion of runners for repair only, maximum 2 runners perhead. Heat riser passages may be blocked off from intake-manifold sideof cylinder head or in exhaust port. The following are permittedolylocks, jam nuts, screw-in or pinned studs. Any valve job accepted.Exhaust plate permitted between header and cylinder head, maximum 1/2?;may not protrude into exhaust port. Cylinder head may have all seatsreplaced
I'd be interested in hearing the rpm the DP and the SP made peak power at. Also what rpm was peak torque made at? This rpm level is going to be interesting because there has been so many negative remarks saying how the TA DP "is not worth installing because it is not better than a stock intake". Does anybody really think the TA DP flows no more air than the factory DP? If a better flowing with a higher carb location TA DP intake isn't worth anything on a mild 5500 rpm engine compared to the stock intake why would a SP be worth something? The SP probably made full power at an RPM that the TA DP was never intended for and at that point makes 25 HP extra. It makes sense, the DP is out of breath and the SP is coming on strong. I can guarantee you the SS and a few other serious guys were just waiting for something like this. No wonder they are excited because they want that kind of rpm. As mentioned the rpm level that will be needed for this intake to really become worthwhile will be beyond most street guy needs. Solid roller, .650" lift on the test engine. Anybody who thinks this is going to be the great power booster that will take a 13.9 car and send it into the 12's will join a long list of dreamers. I'm sure some guys will step up and cam an engine up and shift at an appropriate rpm to make it worthwhile. Toss in the new heads and big power is on the horizon. Along the line of what Nick was saying the guys running SS are doing stuff that 90% of people on this website can only dream about. Probably 99% if you figure that there are 36,000 members. Thank you Gary for stepping up and really testing the potential of this intake. Hopefully we'll get a report on what it did for the ET once they get it to the track. We got guys crying on here for years because they didn't have "good stuff". Well your wishes are finally coming true and the excuse list for not building an engine and hitting the track is getting smaller.
While big numbers are good for shock value I would like to see the entire dyno curve of each for comparison. Would have been nice to see apples to apples testing done- stock iron intake, TA DP, and the new TA SP. Same engine/same dyno. Would also like to know what CAN be done to the heads for super stock. From the rules looks like not much.
that's the problem with the d/p on the 350. it makes the rpm climb sluggish, limits productive top rpm required in super stock and overall responsive engine.
I think you need to go back and reread the rules again. A superstock head is a akin to a factory piece only in the fact it reatins the oem part nukber someplace EVERYTHING ON A COMPETITIVE SS HEAD IS TOUCHED!!!!!!!!!!!!!!!!
OK I have re read the rules. I can't move the valves or change their size. Chamber and runner volume must remain the same. I can't make any external changes such as welding except repair 2 cylinders. I guess I could port the bowls but then fill in the runner floors to make the volume match. Again I ask, what CAN be changed?
Call Modern cylinder heads in Michigan and ask them what is done to a competitve SS hemi head . If they dont laugh at you and actually tell you,then youll know
