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  #46 (permalink)  
Old 01-01-2013, 11:04 AM
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Quote:
Originally Posted by vinniekq2 View Post
my engine is 434 cube/
I often use stan weis as a guide for getting flow numbers on castings.
one of the local guys here I associate with is Harvey Resnick,who was good friends with John Lingenfelter, I never met John.
I get my engine parts from Jeff Lukovich.My best friend John Graham deals with Scott Shaffiroff. I use Richard Johnson for machine work.I ve used John Haida,Dave Hall,Buck Kinney.
So does name dropping help?
no, personally Ive bracket raced at mission/S I R/Bremerton. Ive road raced at westwood,Ive ralleye raced from BBY to harrison hot springs

Im not looking to argue with you again.sometimes you make very good posts and I dont even follow up because you were correct and concise.


I wan't trying to name drop at all, I dont personally know any of these people, I have learned from what they have written. I simply stated that they math that you so easily criticized was not my own but the math came from them.

Oh, since you are running a 434 I would "guestimate" the hp numbers to be in the 600-630 range. Please, let me know how correct I am, I'm willing to bet that I'm pretty close.

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  #47 (permalink)  
Old 01-01-2013, 11:10 AM
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Originally Posted by gearheadslife View Post
what part of real world don't you get..
I feel sorry for the o/p as he'll be talked into parts he doesn't need.. it's a dually, it's to tow, he need low end torque.. PERIOD..
bigger ports will not do any of that.. not at idle to 3500 rpm..


what part of the Oval port heads and the heads that I was recomending have nearly identical size runner volumes dont you understand....



And no I would not recomend using 195 or 208cc peanut port heads on a larger cid motor such as a 489-496 with out doing some extensive machine work first. Even then I personally believe the money spend on the peanut ports would have been wasted since you could have bought a brand new set of heads for how much the machine work would cost you.

People like Lingenfelter did some amazing things, was it becaue they had to no, it was because they could. Did Lingenfelter build a 500+hp BBC with peanut port heads becuase he had to no, he was trying to prove a point that it could be done. But like commericals you see on TV, "THE RESULTS ARE NOT TYPICAL"
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  #48 (permalink)  
Old 01-01-2013, 11:54 AM
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Wonder why GM would spend Millions on a design For a dually that would not work ,they could of ask certian people ,saved millions and not had to borrow money from goverment. us.
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  #49 (permalink)  
Old 01-01-2013, 12:54 PM
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After glancing at this thread off, and on, and the p*$$*ng match going on, I have a slightly different idea.

Ignore peak horsepower. You want torque.
Peak horsepower is fine, if building a NASCAR engine, they spend time at peak RPM, where peak horsepower is important. Even a quarter mile car, used exclusively for drag racing has to pull through the RPM band, and does not spend that much time at peak RPM.

This is a dually truck for towing a two car trailer, from what I read in the first post of the thread. Reality is the engine will rarely hit 4,000 RPM. Most of the time it will be below 3,000 RPM.

Stroking it is good, it adds torque down low, it makes the engine less sensitive to radical camshafts.

There is a lot of talk about high dollar high flow heads. Why? How difficult is is to fill a cylinder on an engine running 2500 to 4000 RPM?

So, what experience do I have with towing, and big block engines? Not much really, unless you consider that for many years, I showed horses, and used a 1966 Ford F-250 to pull a four horse steel trailer, and a camper to horse shows, all over the Pacific Northwest.
I took the 352 that came in the truck, put a 428 crankshaft in it, making a 410, and with a four speed truck transmission, and a 4.10 rear axle ratio. Sometimes I would tow with the camper, sometimes without. Without the camper, and four horses, maintaining 60 up a 6% grade, in top gear was no problem. And here is the bonus. driven carefully on the freeway, below 60, the truck would get about 14 MPG.
The engine has a more or less stock 600 CFM carb on it. A mild RV cam, Stock exhaust manifolds, dual exhaust, but no "X" pipe. About the only high performance mod done to the engine was a single plane Edelbrock torquer 390 intake manifold, because the original manifold was only a two barrel manifold.

Now, if you really do want to race, that is another thing. But if it is really a heavy duty tow vehicle, build for torque. Do not worry about horsepower, you will hardly ever get to that RPM anyway.
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Old 01-01-2013, 06:28 PM
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Thanks for all the replys, I see everybodys points on the heads and I definitely dont wanna send no more than I have to on this engine but is just stroking it to a 496 gonna make that much of a difference how much power are we talking with the old heads vs new ones
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  #51 (permalink)  
Old 01-02-2013, 01:18 PM
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Originally Posted by 1978chevy View Post
Thanks for all the replys, I see everybodys points on the heads and I definitely dont wanna send no more than I have to on this engine but is just stroking it to a 496 gonna make that much of a difference how much power are we talking with the old heads vs new ones
in the rpm you'll be using.. not enough to spend 2200-2800 on a set
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