Land & Sea seems to do a good job. We've run on them with SBC. Got more than 24 hp.

Remember when Jr. Dragster started? I don't think NHRA had any idea they would get to the performance level they have. Half that was about it. It's amazing what development time and money can do. Well, no it's not!

 

in fairness to Stuska/Depac/Starr
and
DTS Dynometers

at the times i compared readings ,
i think both Dynos were only capable of no more than 450 Rpm/Sec rates (?? not sure)
....things might be different now ??

a slower Rpm/Sec Test rate will show more HP/TQ
than a 600 Rpm/Sec Test

 

Man, I know a guy that sounds exactly like who you are describing. Are you referring to Rus Bailey? If not, that guy is absolutely amazing in what he did with Jr. Dragsters. Rus was "bothered" out of NHRA despite the fact he didn't violate any rules, and started an Outlaw Jr. class . If not, they're two peas in a pod.

 

its Russ
but Russell Stockwell and his daughter = Ann
8.76 ET was their best until the LIMIT

Russell was really mad about the LIMIT

quit that same month

Correction to previous Post => it was 8.76 ET and not 7.76 ET

 

Off topic, but are you the guy that designs custom camshafts with special software? If so, where can I get more information about your company?

If your buddy knows a lot about the Briggs type engines, he probably knows Russ Bailey. His company is called Billet Specialties, and he used to make pistons, rods, heads, carbs (or maybe they were mfi?), head straps, etc. Prior to that he built chassis for dragsters.

 

If your buddy knows a lot about the Briggs type engines, he probably knows Russ Bailey. His company is called Billet Specialties, and he used to make pistons, rods, heads, carbs (or maybe they were mfi?), head straps, etc. Prior to that he built chassis for dragsters.
--------------------------

i'm sure Russell knows and used parts from Russ Bailey

Stockwell had the Briggs engine up to 32.0 HP on his dyno and was going to replace the 8.76 ET 24.0 HP engine with the 32.0 HP ..should have made a HUGE ET/MPH gain

but NHRA put the clamps on that

He quit , and started dominating local Go Kart dirt track racing around my area

the last time i was at Dirt Track race his cars cam in 1,2,3


and i'm "NOT" the guy with camshaft design program

i've seen a Website a year or so ago referring to what you are talking about, but can't remember name of site
i think it had something to do with David Vizard

 

SO how would i go about shooting for a starting point for runner length in a SBC with 350-400 inch motor, bout 6600-7100 rpm limit? Just to start testign with

 

I'd start by measuring the average runner lengths of the available manifolds you are considering. 5.5 inches (manifold only) might be close to some good single planes.

 

6600 RPM = 14.9 Total Induction Length

7100 RPM = 13.8 Total Induction Length

Total Induction Length = from 45 deg seat angle -to- point where intake runner begins in the Plenum


use Scotch 1/4" wide masking tape
and carefully stick tape to 45 seat angle extending along roof , around valve guide to port entrance on cyl head
mark lines at each place
take tape out ..and lay flat and straight on table ..take dial caliper and measure between those 2 points

do same for Floor

Example=>

Floor = 4.000
Roof = 6.000
---------------------
Total = 10.000

Mid-Port Length = 5.000 (10 / 2)

So Cylinder Head's Mid-Port Length is = 5.000 inches

then find Intake Manifold's mid port length
Ex= 5.000

so Total Induction Length = 5 + 5 = 10.000 inches

Another Port Example =>

Old # 292 Turbo heads -VS- old # 034 cast-iron Bowtie heads

Both have same physical outside looking dimensions
but internal mid port lenghts are different

Example=> 200.0 CC # 292 turbo
200.0 CC # 034 Bowtie

they look like same, but in reality the # 292 Turbo is
9 CC larger if actual mid-port lenghts were adjusted to same lengths

the #292 Turbo at 200 cc would have a much LARGER actual cross-sectional area than the 200 cc Bowtie

 

so are we going to cover the original question much? I was kind of waiting to see how it came out...as I am hacking and welding on one of my LT1 intakes..

 

I wouldn't make the plenum smaller than the stock LT1, and my rough guess would be perhaps enlarge it based on final output power you expect to get. I don't think this is a linear relationship, where 600hp requires twice the plenum of 300hp, however. You might look at the plenum size for a Holley StealthRam. It probably works well on higher hp engines, and appears to be some larger than the LT1 plenum.

http://holley.com/HiOctn/ProdLine/Pr...MSM/7540P.html

The short runners of the LT manifold seems to me to be the bigger problem for NA applications.

 

well if things go the way I am planning I will pick up at least 60Cubic inch of Plenum.

Reving to 7000 with a few more cubes then stock

 

Who wants to make a Piza box for an LT1?