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Topic Review (Newest First)
10-23-2012 09:29 PM
E.Furgal
Quote:
Originally Posted by vinniekq2 View Post
Im going to guess 700 hp plus or minus depending on final choice of parts. The 106 icl is curious for that large of engine.Use an 850 X as a minimum size.The flow numbers are important for a better guess.
the 106icl was because I told them I'd be spraying it.. and it was going in a 70 chevelle with 4.10's thats was more fun, and start with safe.. thats why the cam is mighty small for that intake track..
start mild, get car sorted then up the power.. now going in truck that will need to be sorted just to get it to hook and go..
plus I've never run a 106 cam, wanted to try one..
10-23-2012 09:25 PM
vinniekq2 ran that program again
Required CFM: 553 to 704 cfm (calculated)
for a 327 cube,6250 rpm,83% effinciency engine,,,,
10-23-2012 09:06 PM
vinniekq2 Im going to guess 700 hp plus or minus depending on final choice of parts. The 106 icl is curious for that large of engine.Use an 850 X as a minimum size.The flow numbers are important for a better guess.
10-23-2012 08:56 PM
E.Furgal
Quote:
Originally Posted by 327NUT View Post
What are "crowler rods"
a typo..
10-23-2012 08:43 PM
327NUT What are "crowler rods"
10-23-2012 08:34 PM
E.Furgal
Quote:
Originally Posted by lmsport View Post
On a real racing engine...yes, I have spent over $3k for a single carb. I have spent $4k on a gauge legal two barrel for a LMSC engine just to get 10hp more than a $2k carb.

I gave away the 850 BG I mentioned and I would not take another one if they were free. Good luck with your project.
love the way you compair a 2-3-4 thousand dollar piece to a 350.oo-550.oo one.. comical at best

want to compair a 20 dollar cast piston to a 190.oo one next..
10-23-2012 06:01 PM
lmsport
Quote:
Originally Posted by E.Furgal View Post
oh, so you're use'n 3000.oo carbs.. how much for that bridge again?
the bearclaw and demons pre 2009 are fine.. like everyone else he started cutting corners to stay in biz.. it didn't work..
as far as "that guy"
he IS the reason holleys carbs are 100x better than the garbage they sent out the door before he came along.. it forced holley to make better parts..
On a real racing engine...yes, I have spent over $3k for a single carb. I have spent $4k on a gauge legal two barrel for a LMSC engine just to get 10hp more than a $2k carb.

I gave away the 850 BG I mentioned and I would not take another one if they were free. Good luck with your project.
10-23-2012 05:46 PM
E.Furgal
Quote:
Originally Posted by lmsport View Post
Ooh yeah, that guy.
The last sooper-duper BG carb I dynoed would not maintain a consistent A/F ratio after sending it back to be rubbed on a few times.
I use Willys or Braswell cuz I dont have time to straighten out some shiny carb from Summit.
I have built and dynoed almost the same engine you want to build, except the cam I used was even smaller for use in a daily driven car, the disp was 496, and the intake was a dual plane. That engine made 575hp on pump 93.
oh, so you're use'n 3000.oo carbs.. how much for that bridge again?
the bearclaw and demons pre 2009 are fine.. like everyone else he started cutting corners to stay in biz.. it didn't work..
as far as "that guy"
he IS the reason holleys carbs are 100x better than the garbage they sent out the door before he came along.. it forced holley to make better parts..
10-23-2012 05:30 PM
lmsport
Quote:
Originally Posted by E.Furgal View Post
ever hear of a guy called barry grant

or his later line of carb demons
Ooh yeah, that guy.
The last sooper-duper BG carb I dynoed would not maintain a consistent A/F ratio after sending it back to be rubbed on a few times.
I use Willys or Braswell cuz I dont have time to straighten out some shiny carb from Summit.
I have built and dynoed almost the same engine you want to build, except the cam I used was even smaller for use in a daily driven car, the disp was 496, and the intake was a dual plane. That engine made 575hp on pump 93.
10-23-2012 05:06 PM
E.Furgal
Quote:
Originally Posted by lmsport View Post
I'm assuming a 750 carb as I dont know what a 850 bearclaw is.
.
ever hear of a guy called barry grant

or his later line of carb demons
10-23-2012 04:59 PM
lmsport
Quote:
Originally Posted by E.Furgal View Post
my 454 at 8.75 to 1 made 525 ft lb and 500hp
I'm assuming a 750 carb as I dont know what a 850 bearclaw is.
Head probably only flows about 340 at 0.600in lift.
Cam is too small for a really big hp number but will run well on the street. With a bigger cam, and more compression, you could get 750hp.
10-23-2012 04:34 PM
35WINDOW I'll say 675 hp
680# TQ

It should definitely put a dent in your Wallet (buying Tires! )

For comparison's sake, I have something kinda similar, in that the Duration is the same (.248/.254 @ .050 & 110 LSA), 10.2:1, however my Lift is .680, my Heads are AFR 315's and it's a 540-my Engine put out 775.5 hp & 740# TQ-
10-23-2012 04:28 PM
E.Furgal
Quote:
Originally Posted by lmsport View Post
625hp
550ftlb
my 454 at 8.75 to 1 made 525 ft lb and 500hp
10-23-2012 04:26 PM
lmsport 625hp
550ftlb
10-23-2012 04:22 PM
E.Furgal
bench race air dyno my 489

I'm going to put together (fingers crossed) this winter my bbc stoker

looking on picking a few peoples brains.. as I'm sure a lots changed since 2002 when I bought all the parts for this build...
it's a standard bore 4 bolt 454 that will be bored 30 over and to piston to wall clearance that srp list for the pistons..
the pistons are dome type yeilding a 10.2 to 1 static compression with 118cc heads... my heads are 121cc
srp doesn't list it but I'm going to guess that their compression listing is with the piston at zero deck...
the intake is a dart single plane.. picked single plane as I plane on efi down the road and it's not going to loose to much low end at 489 c.i.d.. and in efi.. it not be much of a factor..
the heads are darts pro 1's 345cc(not cnc ported) but will be port matched to intake gaskets the intake valve is 2.3" and the port flows398 @.800lift/28"
the exhaust port is raised .3" and exhaust valve is 1.88" and port flows 266cfm port is 129cc

the cam is a solid roller


I have a 3 piece timing cover and the "hex-a-just" timing set to play with the timing to "dial in the power" at the track..

I haven't done anything but have the block magged..
in an engine like this what to I leave on the table not bringing the piston deck to zero?
untill efi I have 5 carbs to test on it.. 3310 750 vac 2nd, a 750 d/p and a 850 full race bearclaw, a 800 cfm q jet, and a standard q jet,
I have 2 dissy's a MSD billet and a g.m. points type converted with a crane convertion kit..
the bottom end is all good stuff as I plan on spray (2 stage)
lunati crank (4.25" stroke) and crowler rods (6.385")
full rollerized s/s rockers and arp everything... and march serp belt system...
windage control /etc/etc

what you say... bench race this...
was going in my 70 chevelle, but thats gone.. so it'll be in my 71 c-10 3800 lb's, th400 g/v and reargear up in the air, stall converter I have is 3300-3500...
anyone have a dyno sim.. to get a over inflated hp/ft lb numbers out of..

should I look at different cams?
truck will be a weekend toy/ summer toy with some track time..
spray will be after I get it to hook on its own.. if that ever happens..

Flame suit on
computer dynos go..

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