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Engine Buildups in progress Tell us what your latest project is, and post a few pics.

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Old 12-14-14, 04:48PM   #31
gtofreek
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That took me about 20-30 minutes.
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Old 12-14-14, 06:05PM   #32
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Not bad...do you now make up a template to get all the chambers the same?
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Old 12-14-14, 07:37PM   #33
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Yes. Now, I need to make some flow balls so I can see where the bad spots are in the port, and the good spots. Then I will know where to fix it at. Flow balls are steel balls of varying sizes, welded to the end of a 12" length of welding rod.
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Old 12-14-14, 10:00PM   #34
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It's great to your thoughts and ideas in pictures along withexperimenting and testing. A build that could be duplicated.
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Old 01-02-15, 08:26PM   #35
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Rods came in today. They are Callies 6.700" BB Chevy rods with L-19 rod bolts. These rods have a lot of support on the big end, and around the rod bolts.





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Old 02-01-15, 02:13AM   #36
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Well I worked on my heads some more today. Opened the port up some more. It does better, but still not quite there. It still turns over a little at .450" but is getting better. This time when it turns over at .450" lift, it drops to the 250 range. It was high 250's @ .425". I tried the flow balls that we made, and found that with careful placement of it in the port, the flow increased to 267 @ .450". Need to focus next on that area beyond there. Tried an LS Chevy valve that had a 12 back, but it was down a good 1%, give or take, at every lift point, compared to the Hemi valves 10 back, which equates to 1.5-3 cfm depending on lift point.

CC'ed the intake runner. It was a tiny 168 cc's. This is still using a Fel-Pro #1223 intake gasket opening size.

Reshaped the combustion chamber some more[but forgot to take a picture], because I wasn't happy with the first attempt. CC'ed it. It was 70 CC's. 71 cc's will put me right at 11:1 compression.











It's funny, looking at these pics, I can see areas I need to work on. A different point of view can make a difference.
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Old 02-01-15, 03:09AM   #37
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Is it staying at 11.00 compression and you planning on running 93 octane. Nice detail info
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Old 02-01-15, 02:21PM   #38
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Quote:
Originally Posted by Gach View Post
Is it staying at 11.00 compression and you planning on running 93 octane. Nice detail info
Yes, and yes! Going to try running it on 91, since that's all we have around here. This is why I angle milled it. To try to get the spark plug closer to the piston, so it can get the fuel burned before max cylinder pressure. We'll see if it works. There is a station around here that sells 100 octane fuel, so if worse comes to worse.
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Old 02-12-15, 11:34AM   #39
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I had been looking at cams a while back, and the VooDoo solid roller that is 255/263 @ .050" was really grabbing my attention. It is ground on a 110 LSA off the shelf, so I was going back and forth on a 110 or having them grind it on a 112 LSA. I want this thing to have a pretty broad power band. I want to run it to 7500-8000 RPM's, and still make power there.
Well, Monday we dynoed an engine we built with this same exact cam profile. It is a 439" SB Ford though. This has a 4.125 bore, with a 4.100" stroke[my engine will be 4.181 x 3.75"]. It has a set of Edelbrock Voctor JR. heads, that I mildly ported to 292/200 @ .600". We left the cam ground on a 110 LSA. It will be in a street/strip[mostly strip] 69 Mustang. This engine is also 13:1, mine will only be 11:1.
Here is the dyno numbers for it. The sheet was printed out with a dot matrix printer from the cave man days, with ink just as old! The sheet is so faint it's hard to read on a scanned image, so I will just copy it down here. It was pulled from 4800-7715 RPM. It was ran on VP112 racing fuel.

RPM_____TQ_____HP_____BSFC
4795___599.7___547.6____.409
4900___603.8___563.4____.40
5000___606.4___577.3____.39
5100___612.9___595.1____.39
5200___607.3___601.4____.38
5300___613.2___618.9____.38
5400___609.6___626.8____.37
5500___606.9___635.6____.37
5600___612.0___652.6____.36
5700___605.1___656.8____.37
5800___600.1___662.8____.37
5900___599.5___673.4____.37
6000___591.5___675.8____.37
6100___580.7___674.5____.38
6200___580.0___684.6____.38
6300___575.4___690.3____.39
6400___570.8___695.6____.39
6500___566.7___701.4____.39
6600___560.8___704.7____.40
6700___553.9___706.6____.41
6800___550.5___712.8____.41
6900___541.8___711.8____.42
7000___535.1___713.1____.43
7100___533.6___721.4____.43
7200___519.3___711.8____.45
7300___512.8___712.8____.45
7400___506.2___713.2____.46
7500___490.7___700.8____.469
7600___486.1___703.5____.47
7715___478.6___703.0____.47

Average from 5000 - 7000 RPM__584.8___665.3_____.387

This demonstrates the broad power band of these Voodoo cams, even ground on a tight 110 LSA! It made 600 Ft. lbs. of torque from 4800-5900 rpm's, didn't drop below 500 ft. lbs. until 7500 rpm's, and made over 700 HP from 6500- 7800 rpm's. That's pretty broad, especially for a long stroke engine similar to our Pontiac's, if you ask me.

I would have liked to see what this thing would have done down around 3000-3500 rpm[Lunati claims power band from 3000-7500]. After seeing this, I might just have to reconsider changing the LSA to 112. Jeff and I will evaluate different lobes that Harold has designed to come up with something that will meet my expectations I'm sure. I still have a lot more head work to do[if I can keep my car from leaking water, spent last weekend fixing one water leak under the intake, only to develop another at the radiator], then we can decide on an exact cam.

Even though this engine is not a Pontiac, it is very similar in regards to bore,stroke, and head design/flow to our Pontiac's so a Pontiac built similarly, should net similar results.
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Carter Cryogenics
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Koerner Racing Engines
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Old 02-12-15, 03:15PM   #40
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Think agree with on the 112, that pretty amazing torque and hp. Nice !
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Old 02-12-15, 11:05PM   #41
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721 hp with a 290cfm intake port.
That's a lot said right there.
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Old 02-13-15, 11:32AM   #42
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Yes, and look at the BSFC numbers. Rarely do you see so many 3's. That's one efficient engine. I really didn't think this engine would make over 650 HP. Just goes to show you the power of Harold's cams. The guy running the dyno made a comment that the cam didn't look big enough to make that kind of power. Jeff told him, "it's a Harold cam, that changes everything!"
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Old 02-21-15, 02:36AM   #43
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Worked on the port some more. I made a set of flow balls to probe the port with. Flow balls are different size steel balls that we welded on a piece of wire to hold them with. I made 4 different sizes from 3/16" to 1/2". The idea is to probe the port with them to see what areas of the port are active and which are not. Or where bad spots are. If you place the ball in a certain area, and the manometer reading drops, then you are gaining flow, and there is a problem downstream from the ball. When you have a really good port, the flow ball will hurt flow wherever you place it. That is what I'm looking for. My initial probings found two areas where the flow increased. These areas surprised me. One is in the bottom radius of the port, against the divider wall, adjacent to the pushrod bulge. With a 3/8" ball placed here, the manometer drop 2". That was a gain of about 16 CFM or so. The other spot was on the roof, in the radius along the divider wall also, just above the short turn. Here the manometer dropped about 1". Everywhere else I placed a ball, even the smallest 3/16" ball, the flow dropped quite a bit.

With the flow ball placed in the lower radius, adjacent to the pushrod bulge, I registered about 267 CFM @ .450" lift. Without the flow ball, it flowed 251 @ .450". So I worked the short turn radius, along the divider wall, to widen and flatten it. Then I re-flowed it. Now the flow ball when placed in the lower corner, only drops the manometer about .3-.4". Now the port flows 265 @ .450" without the ball in place. When placing the ball in the upper radius, it no longer helps the flow like before. Now it only hurts the flow anywhere else I put a ball. This is what I'm looking for. A little more work, and I should be there. I'm still only around 170 CC's on the port volume. Now to get the cc volume up to slow the air speed down some. It's well over 400 feet per second at this point. Since I am going to install bronze thick wall valve guides, I'm going to grind the guide leader ramp the rest of the way out to see what happens there.

This is the first max effort iron head I have ported. Done many other d-ports, but they were all within the constraints of the stock port size. They would flow around 250-255 cfm.

Here's a pic of where I worked it the most. Looking at the pic, I can see I need to flatten the short turn a little more.

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Old 02-21-15, 01:44PM   #44
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265 @ 450 lift that is unbelievable! My 1V heads flowed 265 @ 550 lift. That's some awesome work. Thanks for sharing your work !
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Old 02-22-15, 06:55PM   #45
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Worked on the head some more today. I ground the guide leader out, and now it is at 176 CC's. I also re-did the valve job with a different cutter that accents this flat floor chamber a little better. Here is the new flow numbers.

_Lift_____CFM

.100"____71
.150"____105.4
.200"____146
.250"____185
.300"____219.8
.350"____247.1
.400"____265.5
.450"____273.8
.500"____282.5 with use of a flowball, carefully placed in top divider radius, just above the short turn. It still turns over around .475" lift.
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Koerner Racing Engines
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