Don Terrill’s Speed-Talk

On my street car I laid down 231hp at the rear wheels with the L-31 cam which I though was pretty respectable. Later I replaced it with the LT4 Hot Cam, it was like I put a 125hp bottle on the 350 engine. Yea, and the hot cam is a POS, compared to anything designed this century. We have a few circl...

On my street car I laid down 231hp at the rear wheels with the L-31 cam which I though was pretty respectable. Later I replaced it with the LT4 Hot Cam, it was like I put a 125hp bottle on the 350 engine. Yea, and the hot cam is a POS, compared to anything designed this century. We have a few circl...

On my street car I laid down 231hp at the rear wheels with the L-31 cam which I though was pretty respectable. Later I replaced it with the LT4 Hot Cam, it was like I put a 125hp bottle on the 350 engine. Yea, and the hot cam is a POS, compared to anything designed this century. We have a few circl...

It's cam core specific. Each cam core part# is roughed in to a given lift, duration, and LSA, then heat treated a given depth. Some have a very deap heat treat, some do not. The GM O.E. cam cores, I'm very familiar with, so I know how much they can be changed. Curious Mike, can the same be said for...

part#

Fully ported, with big valves, and high compression would make 600hp

mag2555 wrote: ↑Wed Aug 10, 2022 6:47 am Do you folks know how bad the added loading of a crank is when a rev limiter system is employed that drops out cylinders!

It was so bad on the Indy IRL engines, it caused valve float/bounce. They had to add a soft limiter to keep the engine from hitting the mandated hard limiter.

No need to go bigger on carb, or ports.
When you switch to Methanol, it will lower the temp of the intake charge thru the carb, manifold and ports. The cooler charge will increase the air density, which more then makes up for the area lost to the added fuel.

DCal wrote: ↑Tue Aug 09, 2022 3:39 pm Sbc 401 cid
10.48:1
233/236 @.050, .583/.562 lift 109 cl in at 105
554 @ 6150, 531 tq @4900

What heads ?

I can not find anyone that makes an HR cam core for that.
We can get the flat tappet cores.

If you have run one of my hydr roller cams, and have had your engine on a dyno(chassis or engine), can you please list;
Engine make and CID:
Compression:
Cam specs or part#:
Max HP and RPM:
Max Torque and RPM:

I'm working on some new software.
Thanks in advance.

A successful 180°, V8 engine, was designed over 80 years ago, the Novi. It ran at Indy, for 23 years, with only three engine related failures. Magneto, one broken crank and one piston. Excellent record, I would say. It was a 181 CID engine, three main bearings, with a large centrifugal, crank drive...

We now offer profile analysis, design, and grinding for Direct Injection fuel pump lobes/cams.
Whether it's a prototype engine project, or you just need the pump to handle the increased demand for fuel, we can help
If you have a project you need help with, give us a call, or send us an email.

I'm seeing about a 3% drop from .500" to .600" (254 to 246) . It does rebound approaching .700" though but that's far and beyond the .575" target suggested. Might not be worth thinking about. Thanks. Is this a stock GM head by chance? This is something we run into with classes that have to run stoc...

Since the flow levels out, and does not go backwards, there's no turbulence. Having said that then does this mean that if flow decreases with added lift then the port is turbulent? And other than revisiting the intake porting job, what does that mean for maximum lift? Keep it at peak flow and no fu...