We here at PHR want to give you what you want, but since we're not clarvoinat it's a challenge sometimes.So, what type of tech stories would you like to see? More install pieces or theory type topics?Also, do you like seeing a mix of higher end and budget minded cars and parts?Thoughts?
There are many of us trying to run pretty serious stuff on the street. We use 500+" big blocks etc. Most use solid roller cams. The trick is trying to get it to live. We all fight the issues of roller lifter life. There is always talk about Schubeck stuff...but no one really uses it. Too many bad stories out there. Neat idea...just no one wants to be the guinea pig.So how bout some articles where you take a big inch 540+ motor..there are a lot of them out there.....and run a bunch of cams through it. Like use the normal .700+ lift stuff we all use along with good aluminum heads, 11.0 compression, Dominators etc.But them run a bunch of solid flat tappets...like the old ZL-1 cam or L-88...that we all know live a long time. Or go through the Crane or Isky or Lunati catalog..they have quite a few .650-.680 lift flat tappets. Run them and lets see what the real power loss is along with stuff like idle vacuum etc.Talk to Comp about hardened cores etc, pressurized EDM flat tappet lifters and get an idea how long they could live. Maybe the beehives will help flat tappets too?The idea is to take a 775-800 hp pump gas motor and see how bad it hurts it and what you could do to get it back. Maybe better/bigger heads compliment a milder cam?Same kind of stuff with intakes etc.We don't all go around corners!!JIM
Here's another selfish one...but one I think people could learn from.There are quite a few higher HP stick shift cars running around. Once you hit a certain point, you have to deal with clutch management.Maybe hook up with Mcleod and get a 600HP+ car and some slicks and a decent suspension and go through setting up and tuning a "soft lok" type clutch at the track. There are quite a few folks using them on the street (Mustang dudes) and they might be a way to help hook up drag radials etc.Make some runs with various launch rpms...really cool if you got someones car with a data logger to show clutch slip as you adjusted it. Bound to be someone who will volunteer their car if they can get a brand new clutch/flywheel assy when they are done. Plus get to spend the day with a clutch guru and get their car sorted out.JIM
I second both replies.. I would like to hear more about making a large solid roller live on the street, also how a 1050 Dominator fares versus a 1000 cfm 4150 style on the street and at the track.. 750 hp is the new hot street machine hp number because all three marques have kits to put their big blocks into the 500" territory, and there are heads for each to support the airflow needed while maintaining a streetable compression. I would also like to see auto trans tips for 700+ lbft motors.. It would also be great to see these engines planted in familiar cars, and how the average rodder can set the chassis up for these Godzilla style engines without resorting to back halving or tubbing. Thanks!Jim W
Did you know that all of our 2005 Engine Masters competitors (509-inch limit) used a Dominator-style carb--except for the winner, Lennert Bergquist? He used a Holley 850-cfm 4150 and made 844 hp.
Yeah that was pretty neat. I don't think there is as big a difference these days as there once was between 4500's and 4150's. The small base ones have gotten much better.But I still run a homebuilt/modified 1050 Dominator on my street car. Works great.In fact we just did a back to back test at the track on a beautiful $1300 AED 1150 Dominator on my car....slowed down .1 and .5 mph no matter what we did.Glad I borrowed it to test before I convinced myself I needed to buy a new trick one!!JIM
Wasn't it actually a 1000hp modified by Taco?It does raise a question as to the real king in the 500" streetable range of engines.. How would each actually work in a car, on the street and on the track?Jim W
We'll never know that. It's hard enough to get 50 guys to build, ship and test engines. Putting them all in cars and testing them wouldn't be possible.We are doing more street-friendly engines this year. CR is limited to 10.5:1 and octane is still 91. These are also 434-inch motors; big-block and small-block are both allowed. It should be pretty neat having big-blocks and small-blocks face-off against each other. We're guessing all competitors are going to want to wither sell them to their customers or put them in cars of their own.
I understand, and that isn't the spirit of the event, it's purely dyno-racing and while you can't directly translate what works in the ultra controlled environment of the dyno cell to the street, you can see the outer limits and maybe pick a builder to take you there.There are tightly regulated events that take care of what works "out there" but they rarely go into enough depth about the cars and combinations that win.. It would be interesting to make an All-Stars list of past podium finishers for "in car" testing though.. Jim W
I like some of the restrictions you put in place this year. It makes it slightly more relevant. I always get interesting info from the writeups, but it was getting insane. A group of us toured Comp Cams a while back and when asked about the cams used, they all just laughed. Some of those grinds are a LOOONNGGG way from what would be considered able to live very long at all. But hey,,they do make power!!My gut tells me we will see engines built along the lines of the 9.0 restricted roundy rounder motors, but much crazier due to no need to last very long.. They may be 9.0 compression, but the cams used and the headflow will have them detonating also. We'll just see shorter more aggressive insane cams with incredible lift. The trick will be to balance when it happens and when the VE begins to get real good!Looking forward to the results.Let's get Vizard to build one!! JIM
I believe there are lift limitations in place for 2006. If not, we'll have to look at that for next year. It's very easy to verify in competition.
Steve , you know me from LS1tech which leads us to an area a lot of folks find interest in :the LS1 and swaps. Why not do a 3rd gen F-body LS1 swap article? The cars are cheap and plentiful , a lot of readers could afford to do a swap of this nature , it would make for a good read. Heck , I could even sweeten the deal and let you guys finish my convertible project that I can't seem to find time to do anything with.( you gotta give it back when you're done , though,) I've got just about every part for it , right down to the nuts and bolts. Interested? Hit me up!Also, for all the hate mail you get , I really like the Pro Touring /G Machines coverage you have. Building cars the way the factory SHOULD have if they had the technology back then has a definite extreme coolness factor.Count me on the props side for that.
I glanced through the rules again...I didn't see anything limiting lift.We're going to see some FUN cams again this time!!"90 minute wonders!!"Just kidding..it's fun to see what works. Actually it's very interesting to see the big spreads in results from combos with very similar looking cams etc. Goes to show there is more to it than the .050 and lift numbers as well as you have to put together the whole combo. You can get two very similar results from vastly different parts combos as well as vastly different results from very similar combos.JIM
Even if lift is limited, there will be roller cams with steep enough lobes that the lifter breaks contact at the nose and gains a couple hundredths over measurable lift. And since they don't have to live very long, the unhappy harmonics won't really be an issue (they'll just go through lots of valvetrain pieces in testing). These "limited" competitions really bring out the creativity in folks.The old sayng holds true, it's not what's IN the rules that matters..I've always been amazed at just how much the porting approach can effect the power curve when the differences are in the tenths of an inch..Jim
Loft? I know loft is a very real thing in something like pro stock but if let's say lift is limited to .650" could there be any significant loft under these circumstances?