TT5.9mag
Two atmospheres are better than one
Holds the block together when it splits in half at the cam tunnel at 475hp.Can you tell me about the chicken wire over the cam tunnel and China wall?
Holds the block together when it splits in half at the cam tunnel at 475hp.Can you tell me about the chicken wire over the cam tunnel and China wall?
This engine is fixing to get beat like it stole something, and I'm gonna have zero mercy on it, so that's to hopefully prevent broken rocker or valve train parts from making there way to the bottom. Or, I dunno, it looks pretty cool regardlessCan you tell me about the chicken wire over the cam tunnel and China wall?
This engine is fixing to get beat like it stole something, and I'm gonna have zero mercy on it, so that's to hopefully prevent broken rocker or valve train parts from making there way to the bottom. Or, I dunno, it looks pretty cool regardless
I tried to keep
It simple. Lol
I like the chicken wire thing. If a rocker adjuster breaks off, or another thing in the head, believe me even springs can break into small tiny parts. The chicken wire will be a safety net, literally.Can you tell me about the chicken wire over the cam tunnel and China wall?
never forgot this…back 25 odd years ago was at the Indy swap meet.
was looking at buying a set of Edelbrock heads.
went by the Indy cylinder head booth, and told them what I had up my sleeve. A stroker 340 with Eddie heads to bracket race and street cruise( always been my MO..LOL,)
any how Herb and Ken Lazzeri(sp) heard what I had in mind. Herb says…. “ Stay away from a drag strip with those heads”
He and Ken then show me the brand new Indybrock heads they had just brought to market. Offset Eddie’s.
they said buy a set of these and you won’t be out of place at the track.
In short, they were full of ****. Those heads over time have proved to be maybe a tenth better than ported Eddie’s…maybe…….
The stay away from the track comment was dumb as a box of rocks, especially from a guy who should know better than to say something like that.
They just wanted to sell what they were brewing up( which I don’t believe ever took off very well)
I ended up buying Eddie’s from Hensley, had Matt do a non full on port job, and was very happy running 10’s at the track with them.
I like the chicken wire thing. If a rocker adjuster breaks off, or another thing in the head, believe me even springs can break into small tiny parts. The chicken wire will be a safety net, literally.
Other builds just block it off entirely.
They do port out really well and save a “Pittsburghracer” sleeve the pushrod exercise out. I don’t know who has done what with those heads in terms of the full porting or race ported work. Do you know of any flow tests done with those “Indy/Brock” heads?
Can you see a benefit with the pushrod totally removed?The pushrod area isn’t the problem on Edelbrock heads if you use and take what is available.
I have done 2 sets of the Indy TA heads that went 320 cfm at .700 lift...both sets made 650+HP with 13:1 compression. Not too shabby.
It's not my duty to make sure the car goes the number...that's on the racer. If the car sucks, or is sub par...not my problem. I can't hold everyone's hand. I do offer advice to our customers, again maybe they follow it...maybe they don't.think Indy claimed they went 306 cfm max back in the day.
the real test is what ET MPH and
weight did the car they were in run.
the Bloomer heads, which aren’t offset and are factory replacement heads have actually made around that power at the track, not just a dyno.
“Using a 2.08 valve, getting 315cfm out of eddys is common for us....Indybrock will go 320. Our Indy's can go 350cfm...”
Brian
I appreciate this reply, see it all the time. There's a lot more involved with running the number than hp, to me that's the easy part.It's not my duty to make sure the car goes the number...that's on the racer. If the car sucks, or is sub par...not my problem. I can't hold everyone's hand. I do offer advice to our customers, again maybe they follow it...maybe they don't.
Converters seem to be the biggest problem with cars not running good #'s with a known HP engine. See this way too much! A buddy of mine running a Ford had me do his heads and intake, car slowed down...I kept telling him to check rpm at trap...never would. But I somehow got the blame for it slowing down...until he changed engines (more power) and it went even slower! That's when he wised up and changed converter/trans and car came to life...it is what it is.
Good for low 10's at a buck thirty something at 3500#'s. A rocket in a well sorted 2800# chassisI have done 2 sets of the Indy TA heads that went 320 cfm at .700 lift...both sets made 650+HP with 13:1 compression. Not too shabby.
It's not my duty to make sure the car goes the number...that's on the racer. If the car sucks, or is sub par...not my problem. I can't hold everyone's hand. I do offer advice to our customers, again maybe they follow it...maybe they don't.
Converters seem to be the biggest problem with cars not running good #'s with a known HP engine. See this way too much! A buddy of mine running a Ford had me do his heads and intake, car slowed down...I kept telling him to check rpm at trap...never would. But I somehow got the blame for it slowing down...until he changed engines (more power) and it went even slower! That's when he wised up and changed converter/trans and car came to life...it is what it is.
Good for low 10's at a buck thirty something at 3500#'s. A rocket in a well sorted 2800# chassis
I appreciate this reply, see it all the time. There's a lot more involved with running the number than hp, to me that's the easy part.
Appreciate the comment. My point was more to where flow number and dyno readings are just numbers that can’t really be taken for more than numbers until a car goes down the track.
and example of what I mean…Ryan ported a set of W5 heads for me, the numbers he got out of them he had posted on his website back then. They were, in my opinion, rather optimistic.
the heads ended up on two other benches over time, one was Best machine, the other I won’t mention, but he is a well known Mopar guru.
On neither bench did they get over 300.
that said, ultimately they went low 9.6’s at over 3200 pounds at 140
did you ever follow up with either set of those Indybrocks to see what the cars they went in ultimately ran?
to me that would be the most useful info. I get it that not all cars run what they should, but I also get that most cars ultimately get close enough to draw conclusions from. Very few serious builds remain dogs forever
You missed his point completely.
Half the junk at drag strips today is underachieving. Not because the dyno was bad, but because the owner/tuner isnt qualified to run a timing light.
Or they think any shock will do. Or a hundred other things that they **** up and blame the tool for.
You missed his point completely.
Half the junk at drag strips today is underachieving. Not because the dyno was bad, but because the owner/tuner isnt qualified to run a timing light.
Or they think any shock will do. Or a hundred other things that they **** up and blame the tool for.
I didn’t miss his point at all. He didn’t offer any info on either of the two customer cars the heads he did went on.
frankly, not sure how often you get to a track, I suspect not often, but most everybody I know who is a Mopsr guy and would invest that kind of money on heads, probably cares how his car runs and isn’t the kind of guy who gets his car out once or twice a year.
I think you undervalue guys who desire to have 650 horse small blocks.
Dwayne, whose opinion I value greatly, thinks a typical solid running bracket type car should be at least at 90% of what it’s potential is.
so a 500 horse motor on the dyno should put down figures that show 450 horse.
I thinks that’s probably a fair assessment. Many guys are closer than that( stockers, etc, etc)
Guess I have always just called them how I see them. A true 650+ horse Eddie head motor( pushrod moved over or not) isn’t as easy for me to swallow as maybe others on here.
I know my pro built( Best machine) W5 bullet, that in its initial form(13 to 1, Dwayne specced roller, Cp slugs, dominator, etc, etc made 650 based on track results using the stingy morose slide rule calculator.
and I don’t think I was missing much once it was sorted out.
I have a hard time believing that indybrock is that good, unless I can see a slip and the particulars.
We don’t know if something is an underachiever unless we know what it runs and weighs, and what the combo is though, do we.Been to the track enough to know way too many cars out there are underachievers. That’s all you need to know.
People with slow junk love to rblame the tool.
We don’t know if something is an underachiever unless we know what it runs and weighs, and what the combo is though, do we.
I have nothing against Brian, by all accounts he runs a nice shop.
As a business owner myself, it’s good business to sell the sizzle. Like I said, knowing how stuff ultimately runs says a lot about the validity of the numbers.
For my part, I am not gonna assume the two guys with the 650 horse heads put them on doggy running combos without track numbers And or more information than just saying they made 650 horsepower.
As I mentioned earlier, I wasn’t upset to hear that heads I was proud of and ran good (W5) didn’t break 300 on two very,very respected benches.
Numbers, I have found by personal experience, don’t mean ****. it didn’t embarrass me, it was just reality. Is what it is.
We don’t know if something is an underachiever unless we know what it runs and weighs, and what the combo is though, do we.
I have nothing against Brian, by all accounts he runs a nice shop.
As a business owner myself, it’s good business to sell the sizzle. Like I said, knowing how stuff ultimately runs says a lot about the validity of the numbers.
For my part, I am not gonna assume the two guys with the 650 horse heads put them on doggy running combos without track numbers And or more information than just saying they made 650 horsepower.
As I mentioned earlier, I wasn’t upset to hear that heads I was proud of and ran good (W5) didn’t break 300 on two very,very respected benches.
Numbers, I have found by personal experience, don’t mean ****. it didn’t embarrass me, it was just reality. Is what it is.
I can talk to the car owner for 5 minutes watch a run and tell you for a fact if it’s an underachiever. Been doing it for decades.
You might not be able to, but other of us can. And do.
It never ceases to amaze me that guys who can’t build an engine (that means doing the machine work and the tuning) come on forums like this and argue with the guys who can do it. It gets pretty ******* old, really fast.
You are knocking an engine build whose work you can’t possible duplicate and then claim it’s bad numbers and ****.
**** that. I know I‘m tired of the ****. And IIRC you argue header size like an expert but your testing is minimal at best.
Same ****.
You don’t have a ******* clue what it takes to make 650 horsepower or how to tune it, or how to make it get down the track, or you’d be doing it.
You just write the check.
So, guys that don't do the machine work on the engines they build aren't capable of building a engine?It never ceases to amaze me that guys who can’t build an engine (that means doing the machine work and the tuning) come on forums like this and argue with the guys who can do it. It gets pretty ******* old, really fast.