Like I said I can agree to disagree.
What's the going price for...
- Thread starter Cuda416
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Cuda416
Well-Known Member
Hey no worries at all. Almost every time things go off the rails like this, I learn a ton. lol.
Thanks for the offer as well.
Yep, I could BARELY make 680 at 8200ish willfully ported W2’s and a fully ported Pro Dominator.
That was on alcohol which I’d never do again so on gasoline I could have moved it to maybe 8500. Maybe.
The W5 junk I got to 720ish on alcohol at 8400.
All of that is on 340 inches. More inches, less rpm.
And at the end of it, that was using lobes that were 7-8 year old Comp Eliminator lobes. That was a pain in the ***.
Had I increased the displacement I could have used more lobe and maybe kept the rpm close to where it was, but it would have killed torque in the middle of the curve, right where the engine fell back in the gear change.
And I would have most likely had to increase starting line rpm and at that point I was at 7k on a marginal track and 7300ish on good tracks.
It’s all fun until it’s not.
TT5.9mag
Two atmospheres are better than one
I knew you’d been up in that area on W stuff. Would you tend to agree that no engine ever with a w2 strip dominator has ever even been to 9000 rpm? I mean even if you money shift one from 2 back to 1 it ain’t gone get up there.
Put enough spring on it and it might. There just isn’t enough area to get that rpm and make any power doing it.
There is a huge difference between making an engine hit an rpm number and making it make power there.
I was WAY younger then. I grew up on Modified Production cars. I still once in a while go on YouTube and watch some old MP video and it’s like I am back in 1977, with a National Dragster in my hand and looking at the indexes and class records and doing the math.
There is something special about an NA, small displacement, high rpm clutch car. They used to use 50 pound flywheel and they’d smack the tire with it. I damn near cried when NHRA killed the Eliminator.
Then, I had hope again when NHRA brought out Pro Stock Truck. I don’t really get excited about trucks but it was high rpm, carburetor and gasoline, clutch small blocks. So I was all in.
And then the asshats in Glendora killed that class too. I know one of the main reasons (two actually) that I learned from a well known racer standing in the staging lanes at Woodburn Dragstrip but I keep it to myself. It would sound like name dropping but I know what I was told and I consider that source unimpeachable.
So no, there is no way on this earth a single 4 on any head we are talking about is going 9k. If it did the power curve would be maybe 600 rpm and you’d need 10 gears to get it down the track.
Or, it would be so far past peak power at 9k a Prius would smoke t like a Philly blunt.
RPM is a ***** of a taskmaster. I will say it’s much easier today with bigger cam cores, bigger lifters, better springs and of course far better cylinder heads.
Darin Morgan calls it the tuning pyramid but I’ve always called it the tune up window. As rpm goes up, the tuning pyramid (or whatever he calls it as that may be incorrect) gets smaller at the tip. I say the tuneup window gets smaller and smaller.
Even at 8500 with today’s parts you have a really small tuning window and an even smaller margin for error. Something as simple as a valve spring dropping more than 10% and you don’t catch it, you’ll be fixing ****. And it won’t be cheap.
A couple degrees of timing and the rings are done. And the tuning window for the clutch is just as small.
Thinking about it, Im just not as young as I once was. Would I do it again? In a heartbeat as long as I wasn’t writing the checks. To do it out of my own pocket? Never again.
Im equally as happy with a mid 11 second street car that I can drive anywhere I want to go than a high 8 second, relatively small inch drag car.
TT5.9mag
Two atmospheres are better than one
Well said. I’ll hold on my assessment that no one has done it, ever with that intake. At least on purpose.
Ive done the same thing on you tube searching old modified eliminator videos. Just the dry hops before the runs are exciting and I wasn’t alive to see it in person. Wish I was, I always said I was born in the wrong era. The good ole days of drag racing
and maybe a point or two more compression and just maybe power can be made there. and it ain't gonna happen with yo daddies .750 lift cam
750 lift cams in the 80's meant valve springs about every 10 passes... fun stuff $$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
Saw something from the World finals at Ontario around 1980, Glidden vs Shepherd. Ran an 8.60 in the Arrow. That gets run over today by some stout street cars. Times change.
Saw something from the World finals at Ontario around 1980, Glidden vs Shepherd. Ran an 8.60 in the Arrow. That gets run over today by some stout street cars. Times change.
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TT5.9mag
Two atmospheres are better than one
Fixed it.
That was the issue I had. I wanted to net at a minimum .825 lift. That was impossible because to keep the duration even reasonable for 340 inches the lobe would have been current (2003 era) Pro Stock lobes.
I was stuck netting about .730ish and that probably cost me another 15-20 hp missing .070 lift.
It took me a bit to get the dome on the piston reasonable enough to not need 40 degrees of timing to get 15.8:1, as I was shooting for 16.25-16.50:1 but I just could not get it.
Well Thats not exactly true. I could have angle milled the heads but I don’t like doing it if you aren’t class racing. It’s a **** ton of work to do correctly and I just wasn’t into that kind of work for a bit more gain.
Of course, if I wasn’t funding my own habit it would have been at 16.5:1 and I would have used a dry sump for more power yet.
An Indy single 4bbl. Or….
A tunnel ram is your best bet. The Peo Dominator is the T ram your looking for.
A tunnel ram is your best bet. The Peo Dominator is the T ram your looking for.
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