Search results for query: *

I agree with your velocity thing also as you can get too much and spearate the fuel from the air. But most of the time dyno numbers will give better ET's but there's too many factors that you have to take into account to get the engine HP numbers to work out. I've seen and I'm sure that you have...

Now your in the right direction.

Dyno's are just that, not real world. I'm not here to argue one way or the other but I know for a fact that I have a 318 with 302 heads that makes over 500 HP with 1.78 and 1.60 valves, non roller and can and has run 87 pump gas and still run mid 11's for et's, 3330 lbs car. Larger valve's...

This is a common problem with eddy's and others as casting flaws and core shift causes this to happen. This generally happens when a porter is trying to match a ports cc's and or air flow. Nothing wrong with it as long as the repair was done correctly.

Here's something you don't see everyday, Joe Sr. is driving and Joe Jr. is behind the car and Fast Jack Beckman backing Joe Sr. up. Now thats a change. Of course little Joe is Jacks clutch man so I guess he owed him one.

Needless to say that you can get parts real cheap when you align your self with influential people like he has. I know as when I was doing the Top Alcohol thing I was able to get blocks and cranks and heads for less than what most would spend on a small block mopar stroker kit.

Well I can't tell you exactly how he made his money, but I have a clue. He worked for DSR for a number of years when Melanie Troxel was driving the EXIDE T/F car as a clutch specialist, then he did the port work on the MOPAR P/S engines when DSR owned the cars of Jegs, Richie Stevens, when BOB...

I met Joe in 1993 and bought a valve body from him shortly after, it was the external TB design that he had at the time. I never had any issues with it, I'm sorry to hear that you did. I guess it's the blues of starting up a performance business. Things don't always work like they should. I had...

I personally don't know, but I would guess that he's somewhere around 11.5:1 and more than likely 30% or a bit more on the blower. The reason that it not higher is because he's using a set back blower and they make boost at idle, so the overdrive doesn't need to be as great of %.

Check out a buddy of mine's Pro Mod Car, Enjoy! This is from the recent US Nationals.

We generally cut 3/16 off the counterweights so it clears without issues.

Thanks Mike, I just finished a engine for 72scamp_swinger and this is what I did for $4,900.00. Picked up and delivered to Huntsville, Al. 318 engine Bored .030 New KB 167 pistons New crank new cam brgs. new custom ground cam square decked .027 balanced assembled new roller...

Very well put Moper, I agree 100%. Heres something else that the guys here can use. If you have had your heads flowed and have the actual flow #'s you can determine the HP that they are capable of making. Add the flows up from .100-.500 without the .050 numbers and divide by the total number of...

I just cc'd the factory iron magnum head and the intake runner cc'd at 154 cc's. 25 cc's smaller than the Indy/RHS head in as cast form, this is a bunch. For a comparison this is the difference between the 318 and the 360 heads. The 318's having 120-122 and the 360's having 150-153 cc's.

But this is where your missing the point, it's not the .500 max lift that your cam is but what is the flow under the curve? Is it better than the factory or equal or less, then you have to look at port volume CC's and what do both have as cast? If one has a larger port volume then obviously it...

1wild, I have a good question for you, if this set of heads flows over 250 and they show to flow 252 @ .500 but the low lift flows are weaker than a set of mildly ported irons, how are these heads going to produce more power? If the same money is spent as compared to the cost of these heads...

The low lift flows are weak at best.

L-2316f .060

And as HOT as it is now your gonna rust too. lol

No not really, as the same amount of work is still needed. The only difference is the wear and tare on the body. ( arms, shoulders and neck) Aluminum will go a bit faster, but you don't pay for how fast it's done but for what is being done. Aluminum is nicer to work with and you don't get as...

Wylde1, I don't sell Indy stuff but do port them when they come in.

Aerohead is Indy

Lots of nice parts, I would guess that the price would be some where around $6,500.00 total for the engine, and it very well maybe more. I know they went after durability and thats what the crank, rods, and pistons were for. But being for a street engine I think that it may be a bit of over...

IMO, I would keep as much strength in the block as you can, so I would cut the crank. You already said that you were going to do work to the crank so when they have it setup in the crank grinding machine have them turn the mains down and you need to cut the counter weights 3/16 for clearence...

If it's not a magnum engine then the 60779 heads should fit and work. The magnum heads had different bolt angles and larger pushrod hole for the shorter pushrods. Due to the angle at peak lift.

IMO the 974 on my bench is and was better than the 882 chevy, but there are very distinct flow differences. The chevy has turbulance and the mopar didn't have any until higher lifts. But well out of the range of most cams.

Dang, I made the page, but thats old news. So much more progress has been made. My stuff is about 4-6 yrs old.

I guess it really depends on what you plan on doing with the engine, for the most part yes they will work but with the drawback of being limited by the amount of RPM's that you'll be able to turn. The only way that you can run the heads to a higher RPM level is to run a very large duration @...

Thats pretty much the same cam as the 280H from comp. it should ahve about 14" of vacuum, check the idle mixture screw settings. Get a vacuum guage and hook it to the intake at a good vacuum source like the brake booster line, and set the mixture screws to get the highest reading and it should...