Don Terrill’s Speed-Talk

So if I am following this thread correctly it seems we have 2 schools of thought. Some guys like to make the top cut a continuation of the chamber and keep it 6° or less of the seat angle. The second school of thought is that the chamber face angle and top cut do not have to match? And also the chan...

I have a dumb question for the guys running 60° seats. What chamber face angle are you using that cutter on? With what sort of top cut?

Thanks
Dennis

Mdrew I don't think that Texas Speed has all the answers. Along with that nothing against Geoff but I would prefer that you spoke to Kip Fabre @ CM if you can. If you want access to a spintron I might know a guy. On another note that RWTECH guy might just be spot on. Not that he or I know anything a...

F1Fever wrote:Back from the dead.

5 years later has anybody changed their thoughts on the ls3 heads?

5 Years later and I'm still loving them!

Seeing this topic my heart skipped a beat or 2.....

high helix is a valid cutter IMO for a finishing burr. Stock removal rates are low compared to a sharp alumaburr. The trick to the alumaburr is relatively high RPM with a light feed rate. Also make sure the burr's are sharp.

Certainly not here to rain on your parade but your 901 number seems really strong. Also the tunnel ram only being worth 30-40hp over the single plane seems way out to lunch for me if it is a tunnel ram designed for the application. I would also consider that valvetrain deflection is going to cost yo...

M90 is some pretty tuff stuff and shines in applications that require very tight clearance and high side loads. I don't know that I would ever recommend the use of M90 in a street application with relatively loose clearances and little side load. High P Bronze or a high quality Mag Bronze guide size...

I do this on a pretty regular basis. One thing to keep an eye on is trying to correlate and control the dyno load to represent what you are actually seeing at the track.

As has been said before...safety is first but it is not nearly as violent as you might image.

I normally use the factory valve in LS applications unless I am going to a larger diameter or it's a severe power adder application. 180lbs seated is the norm. I've never had an issue. A standard replacement manley or ferrea is going to add a substantial amount of mass to the equation for sure. If y...

The stock LS rods will not be the limiting factor. Install a good set of rod bolts and let it eat. I have had many sets over 1200 HP with no issue. Get the tune correct and a good set of bolts.

I've flat milled a few sets .125". At .050" you may not have to mess with the intake.

5364 is a fantastic LS3 head. Should have sintered copper seats. Excellent choice for a 6.0 build.

As far as ignition for a dirt class the easiest would be a front drive distributor or magneto.

All of the systems listed are capable of operating in closed loop. I would recommend for a beginner to start in closed loop until you have enough grasp to control the O2 feedback in a manor that is beneficial. You DO NOT want to rely on the o2 sensor in place of proper calibration. Jack, If your cus...

ClassicComp wrote:Dennis what about the exh ports? Only picks up 14cfm @.4 = 166 .7=.180. Int valve is a 2.02 exh is 1.60

I would address the exh the same as the intake. Have you worked on the port already or are these flow results out of the box?