Search results for query: *

I guess I forgot where I was. Very sad....

This presentation may be of interest to some of you. It discusses power development in Cup engines

The gains they saw a most likely in the reduction of piston skirt length, rather than the 0.02 increase in Rod Ratio.

I'd like to see some actual data from testing to support that opinion

I've never understoof the emphasis that Mopar guys seem to put on rod ratio. It's much lower in list of priority for proffessional engine builders and race teams.

A hell of a lot has changed in 45 years, I doubt that much of that would be particularly relevant now

Because they want to win races, all sense goes out the window. I recall Darin Morgan saying he charges $12K for the intake manifold for one of these engines, so I would hate to imagine what the cylinder heads cost.

That class is port CC limited. It has to not exceed a particular volume. The porters job is to then reshape the port to make it more efficient. To gain cross sectional area (which is what limits RPM), common practice it to machine the intake gasket face and make the port shorter. Charlie Wescott...

For N/A stuff, big bore, short stroke. Most Aussie Pro Stock engines are 4.2" + bore, with around a 3.6" stroke. RPM is always king when making HP. Deck height will usually be as low as the package or available block allows. Rod ratio depends on the builder's preference, ideally you want to...

I actually can't remember. They were Comp lifters, back when they were decent. It runs a big aluminium Hamburger oilpan and a standard volume oil pump. Other than deburring everything, a pick up directly over the gerotor, it's a standard oiling system. I've personally never ran a high volume...

My 360 has a Howards flat tappet with 1.6 rockers, Currently I have a Crane dual spring, 150lbs on the seat and around 400 open. My camshaft is a little bigger though, from memory it was around 0.690" valve lift and 266-276 @ 0.050" It makes peak power at 6900 RPM, turns to over 7000

If you are doing a casting that is a complete copy of the W5, down to the logo, sure, you're probably as bad as Speedmaster. But you wouldn't do an exact copy, you'd make changes to the design. I thought Brett Miller was working on something? All the Edelbrock head copies started with someone...

It probably won't make much over 500 hp Are these the heads you are using? https://enginequest.com/product/chrysler-dodge-magnum-318-360-1992-2004-cylinder-heads-assembled-pair/

You can try discs with different a size hole through the centre to tune the water flow and regulate the temperature.

Why do you want it to be hotter? Tune it to the temperature it regularly runs at. You'll make more power with colder water temps. How hot is your oil? That you don't want to be cold.

It's a 9.5" case I believe, they're billet 7000 series aluminium. Case alone is $3-4K from memory. Let alone all the parts in them. There is next to no drag in them when you turn them.

I would respectfully say that these comments are based on heresay and not backed up by facts. There are a handfull of P5 headed engines in Comp and Super Stock making 3hp per cube or slightly over. A W8 is as good as any GM type wedge head, they might get them to nudge 2.8-2.9 hp/ci, but most...

I think 660 or so is more reasonable An all out W8 engine that small wouldn't make that kind of power, a wedge engine making over 3hp per cube just hasn't happened.

Yeah sorry, I missed that. It being such an old thread threw me

A friend has built a few when the heads were available, mostly street engines, using the CNC ported head from Edelbrock.

I welded up a M1 intake like that. It was a great learning experience, but I'd never do it again.

From memory they're about 360-370 cfm out of the box for the original style head. They're a 30 or more year old design, and not particularly efficient by todays standards.

Tom Slawko did a program for the PSO version of B1 heads, never saw an engine that ran those heads though. I can't remember if Best Machine did an engine with them or not. It was a while ago now. I believe MBE have done something with them as well.

I honestly thought that someone revived an old thread when I first started reading this post (the posted article is 5 years old now) A few points after reading through all the responses The P5 head has been around since the 90's were designed by Mopar to replace the W8 head in Pro Stock Truck...

James "Doc" Love has a Diesel repair shop. Daddy Dave owns Comstock Auto. Kye Kelley worked in Oil processing I believe. Many of the regulars have contracts with Discovery. The more popular guys would sell a lot of Tshirts as well I imagine

A friend asked me about making him a billet 727 case, I've been putting him off for about 6 months now, I will let him know that A&A are talking about doing one. The question of more converterchoice, my understanding is the GM converter cores are taller than those used in our Chrysler...

Thanks for the replies, I am thinking I may put one or two of the pipes through the fenders, rather than the whole four. Anyone done this?

Scott Eatmon is very helpful, they will take a 4.25" is most cases. The early Ganassi engine ran this bore size, before Nascar mandated the maximum 4.185" bore size.

I have steered a couple of guys toward Brian and they have been very pleased with the parts, heads etc and Brian's service. I would give him my $$$.

Buy a complete engine off someone like Scott Eatmon, or from one of the teams. I am sure Penske will be having a big clean out.