actually............most of the time...........when a car hooks better off the line, it gets a lower trap speed.

thats why most times a cars best MPH and best ET or best 60ft are NOT on the same run.

example

the same car runs twice in a row
1.9 60ft........12.0 @ 116
1.7 60ft........11.8 @ 114

or something like that

its not ALWAYS true........but it seems to happen more often than not.

btw, trap speed is not the speed that you cross the line............it is determined by the speed you take to travel a specific distance (i think 66ft or something) at the end of the track. so basically it shows how fast you are still accelerating at the end of the run.

 

keep it comin guys I'm enjoying this... I hope nobody is trying to guage garys car by the mph he has in his sig ,with a rolling out slipping clutch 114.5 mph The tuning as such for the 402 rwhp was a stock table with offsets for 30 svo's. The tuning however now is much more in depth in the VE tables as well as timing ..I dont tune using bandaids.. whats funny is I've never made a good full pull on the dyno

Mindgame thanks for the nice comments by the way..your cool in my book as well..

 

If it was slipping @ 114 MPH before the dyno trip, it would slip on the dyno, affecting HP numbers since the MPH goes down on the roller.

 

sooo much contraversy

awsome #'s now all you need is some good air to really make things fly

wish we had a place like " Tin Shed " out here i gusse i am going to see what my guy can do

later
Faded

 

joe...........any word on his flow numbers on those heads?

what about flow numbers for LT1 castings?

prices for porting?

 

dr. mudge you would be correct on that assumption.... I think what he has in his sig is confusing everyone...he left the line with no tire spin just riding clutch out then got into it after the 60ft mark....I'm sure theres a vid somewhere that someon can post that was there..it will draw a much better picture...clutch would not hold off the line but would hold upper rpm if he rode into it slowly...its tough to comprehend for some I'm sure...but so is my car to some people as well..

 

WOW!!!!

pretty AWESOME #'s.

NightTrain66

 

take it to the track, and see what it runs
Nice Dyno Numbers
Marcin

 

I think the controversey is coming into play because noone on the board outside of those associated with Gary have heard of that dyno.

With your results of this combination going soley on this evidence some suspucion is bound to be raised. If another method, ie dynojet, trap speed etc was able to be assesed than it would enevitably clear up all the confusion.

Not calling BS but that is more than some 383/396 solid roller cars put out though.

To date the tip top hydro roller 350's were in the 4teens if Im not mistaken. You guys cleared that by almost 40 HP.

 

yeah..u are also REALLY close to a a LS1..my friends LS1 has one of the higest #s for a stock displacment ls1. He is using the forged 346 with a solid roller, he dynoed 473/402 and ran 10.9 @ 125 with that. Its all motor, the guy that build the engine dynoed 492/412 i think.

 

kid here ran 10.8 or so STOCK bottom end...

fully loaded car (weight wise) T-tops and all- pretty tame




now the BIG question if you dont mind

what did it cost ya and did it leave you enough for a new bottom end

 

Give em a bit of time guys. Hell, they just got the thing together and were a bit excited about the results. Who wouldn't be?
It took me about a month to ever even get my car to the track... of course I didn't get much flack either way.

The last part of what you're saying is true but like I've been saying, it seems that the majority of these engines are down on power. 3.75 and 3.875 stroke small blocks aint anything new and it aint anything for a well built 383 to put down 550 hp at the flywheel. So why aren't the LTx engines with their indentical-to-1st-gen-internals doing the same?

I go back to the intake and heads. I have yet to see an intake which couldn't stand a bit of improving. Yet alot of guys leave them untouched..... power lost IMO. Looking at cross sections of the 2 heads (lt1 vs lt4) I think the lt4 has more to offer in way of creating the better port. The casting is just better suited to it where as the lt1 head (especially along the port roof at the entry) isn't cast to allow alot of raising (the valve cover rail etc). If I had it my way, I'd start by swapping the lt1 for the lt4. Even if the flow were identical, Id say (comparing it to really good sbc heads) that the lt4 port shape is at an advantage.

Just my 2½ cents.

-Mindgame

 

Is it me or is shop built cars or head porters second guessing their work? its not like this is the first set of heads that has been done, I run 23* lt1 heads how much power do you think it takes for me to run what i do..keep in mind I run a 4.11 gear ..not 4.30's or 4.56's and the times i ran to date have been off the footbrake through mufflers ..make your own assumptions but I'm sure Gary and James both will surely run there cars on a dynojet just to satisfy the non believers... heres somethin to ponder for the experts in here....would you believe i ran 10.95 n/a two years ago with a 381 ci. (steel gm crank,stock rods,and 9 dollar a peice pistons with 11.1:1 comp.)with a head only flowing peak 255 cfm on the intake 198 on ex. and the kicker they peaked at .550 lift ......big flow numbers mean nothin to only the numbers guys who sell to the unweary customer that dont know better...sorry, but if you gonna throw stones at every accomplisment on the boards, expect to get huge bricks back...Its kinda sad in a way,but at the sametime its the non-believers thats gotten me to where I'm at ...Thanks...

 

Joe,

Like I said before you should post here a bit more cause you are right on the money.
My take on it is this..... everyone just has to have a head that flows 280 cfm. They don't care if that's what the motor needs, they just want the big numbers. The lift is the other thing. The "higher the lift the better" crowd has more members than a fire-ant colony. Yet I haven't seen it to mean as much as they seem to believe it does. Like I said before, look at this Engine Masters Challenge that took place last year. God knows there were alot of high velocity cams in that contest, yet the guy who won the whole shabang won it on an old Isky grind with the same lobe on the intake and exhaust. Go figure.

-Mindgame

 

Jesus What was your MPH on the run? You had to have been catapaulted out of the hole!

Looks like everything I know(little that it may be) about LT1's or SBC's for that matter could be totally wrong if you were able to accomplish that!