turbofreek
batcrap crazy racing team
it was off topic before that. just kept the derailment on path. lol
Wanting 500 hp (or close) out of a stock stroke 360
- Thread starter Aspen79
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it was off topic before that. just kept the derailment on path. lol
Norway-dart
Well-Known Member
listen to RAMM, he know what it takes to get there:burnout:
according to pipemax and Larry meaux, this Hughescam is done at 6000.
the intake lobe is rated at 5500rpm, and exhaust a bit higher.
also, the time the valve is open (duration+lift) also limits the powerband to about 6k
on the other side, I dont know if its possible at 6k(I dont have run that many engines in the dyno), but if you reach a VE on 105%, pipemax estimate 460hp on a good tune on this camshaft. so built correctly you have a really strong engine!
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good luck!
according to pipemax and Larry meaux, this Hughescam is done at 6000.
the intake lobe is rated at 5500rpm, and exhaust a bit higher.
also, the time the valve is open (duration+lift) also limits the powerband to about 6k
on the other side, I dont know if its possible at 6k(I dont have run that many engines in the dyno), but if you reach a VE on 105%, pipemax estimate 460hp on a good tune on this camshaft. so built correctly you have a really strong engine!
good luck!
moper
Well-Known Member
We all know what it takes. More air, via more heads and/or more cam. Pipemax agrees (I own that too - Larry's a great guy to chat with).
justinp61
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My old 340 ran 7.24 at 96 mph on pump 93 at 3240# in my 69 Dart. 425-450 hp??
.030" over with Ross flat tops, Curtis Boggs ported edelbrocks, 11.4-1, a Hughes hydraulic 237/242 at .050", .584/.592 with Hughes 1.6 rockers, Deep port matched Weiand X-Celerator intake and a Quick Fuel Q-750, 4.30 gears and a 727. I tried shifting from 6000 to 6800, it ran the quickest 64-6600. So I shifted it at 6400.
.030" over with Ross flat tops, Curtis Boggs ported edelbrocks, 11.4-1, a Hughes hydraulic 237/242 at .050", .584/.592 with Hughes 1.6 rockers, Deep port matched Weiand X-Celerator intake and a Quick Fuel Q-750, 4.30 gears and a 727. I tried shifting from 6000 to 6800, it ran the quickest 64-6600. So I shifted it at 6400.
Norway-dart
Well-Known Member
yeah, but I see alot of combos with BIG street camshaft (260-270@050) and the car is not going fast = combo mismatch. its a normal problem to overcam the combo. then you loose all over. The butt-o-meter may say its working, because the engine is a dog and come on strong when it first do, but you could gain hp,tq,mph etc with a smaller camshaft that was better matched to the rest...cant stress it enough, it all comes down to the combo. find a engine that has dynoed the level you want, and build a EXACT copy, then you have it
just look at, for example the 11.second thread- combos you find a WIDE spread in camshafts. you find small cams that you cant believe goes that fast, and big cams you cant believe is that slow.
its all about the combination
That's true. IMO, better off with a smaller cam shaft than a bigger one. It is all combination dependent and builders taste.
T56MaxTorq
Well-Known Member
Just add a turbo, and you can comfortably run on the street (and highway) with a 727 and 3.23 gears. That's the beauty of a turbo, highway cruising gears and big power on tap on a relatively mild long block, and it will idle all day long. Plenty of guys have hit the 500 threshold with a 360 and if you're good enough, with a stock rotating assembly, just add arp rod bolts. It's all about the exhaust, turbo, the fuel system and control, and of course traction.
RAMM
Well-Known Member
Here's the only other 500hp stock stroke 360's I have firsthand experience with. J.Rob
http://www.forabodiesonly.com/mopar/showthread.php?t=176191&page=2
http://www.forabodiesonly.com/mopar/showthread.php?t=278177
http://www.forabodiesonly.com/mopar/showthread.php?t=176191&page=2
http://www.forabodiesonly.com/mopar/showthread.php?t=278177
moper
Well-Known Member
I understand that, but you are referring to "combination" as pertaining to the entire car. We're talking here about crankshaft power output. Once you begin to consider including sub-systems beyond the engine "poor combinations" gets really vague as to the cause(s). It's arguable that most poor performances when considering the entire race car and driver are the result of parts mismatches not involving the engine, less than quality tuning, total miss on suspension setup and tuning, driver issues, and/or all of the above. I'd say based on my 30 years of doing it that engine design/spec is the culprit less than 1/4 of the time when a car is not performing as intended.
Engine output is fairly easy to figure out and calculate based on very accurate inputs. It takes "X" amount of intake charge to make "Y" amount of power in a given cylinder displacement. So if you know how much is going in, and it's not generating the expected level, you know there's a problem. Naturally aspirated internal combustion engines are their own power inducers too. As rpm increases the internal physics begin to help the power production right up until the point where parasitic and pumping losses take more than it makes and we see the power drop off. If you push the mix in with a positive displacement supercharger that 360 makes the same power at low rpm as if that 360 was revving at 6500 with a good set of heads and cam. Regardless of the method of getting that mixture in, you still need "x" for the intended "Y". That was my point.
RAMM
Well-Known Member
Couldn't agree more with this statement although 1/4 of the time may be conservative. LOL
The only thing I would add about the whole "big cam going slow" statement is this.
If the engine were correctly cammed or even slightly undercammed the entire combo has a much greater chance of performing better. Not to mention that most inexperienced people simply cannot tune an overcammed engine.
Over cam--Your entire car combo better be well executed
Under cam--Your entire car combo can have many "misses" and still work well.
J.Rob
I have the icon Pistons in this motor. I see you have used them before as well. Have you ran spray on them? I gapped the ring for spary and have the timing retard box and a separate fuel system for the spray. But I was wondering if you have spray 200 hp shot on these before?
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2006..2007 only year gm built a V8 in a NEW monte carlo SS. They could be order with a 454 in 1970;;71.I ordered mine.Ya my friends built it.I work at gm. 14.2 quarter..144 top end ...STOCK.:finga:want to talk camero? Then the HEMI 5.7 took off.
64physhy
Well-Known Member
The carb isn't necessarily too big, in fact, you'll need at least that big to hit 500, but you'll also need to port the heads to flow about 300 @ .600 and slightly more cam (duration). If you run 1.6 rockers with the cam you have, it will put your lift at .614/.627, so you might be close with that cam and 1.6 rockers and ported heads. When you port match the intake, go as far in as you can.
If you run it as-is, you'll probably be at about 420-430 at the crank. Port the heads, and you should be at about 500.
RAMM
Well-Known Member
I have not sprayed with them before but see no reason why they won't serve well. I might look at a heavier wall piston pin from Trend/Diamond though. J.Rob
Do you port your own heads or do you send them out?
RAMM
Well-Known Member
I do all my own port work and have a SF-1020 bench for confirmation/measurement. The one time I had a big name Chrysler shop port some heads for me only reinforced the "need to do it myself" belief. J.Rob
Isn't that the truth! Everything sent to me never comes up to the flows on the sheets provided, with one exception, The CNC'd Trick Flow has been the best.
Can you send me quote in a massage to port my heads. I will send them to you bare if that's best.
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