Don Terrill’s Speed-Talk

I don't know what is being claimed in the videos, I didn't watch them, not my claim. However, Juhana nailed it! Ever see a engine dyno and peak at say 7400 and at 8200 only looses 25hp? That is 100% flow curve. Regardless of cam lift. LOL :lol: :lol: :lol: Nice first post! Laugh all you want, it's ...

All of our local pump e85 comes from a single source & tests at 89-92% consistently, but I know this isn't the norm even in other parts of Australia.
Local street/strip guys have it dead easy, consistent e85 on pump all over the city.

Yeah, meth is pretty much the most consistent of all race fuels.

Race e85 is pretty good tho, better than petrol based race fuel, skip pump stuff unless you can verify its consistency.

Vac pump to keep the oil dry, 6-8" of vac is plenty. A bit of methanol fuel stabiliser additive to keep seals etc lubed. Seal the fuel tank between drives (put a note on the steering wheel so you don't forget to uncork the breather). If it's going to sit over winter or whatever then drain the f...

+1 for a near stock 460.
Balance, 9.5:1 comp, bit of a cam, 850 on an air gap dual plane.

Will pull tall gearing & low stall speed converter, be well mannered & idle like a happy kitten.

By the time you do a decent valve job, blend it into the chambers & do a little unshrouding you'll be where you need to be. The valve job & chambers are not nice & need doing anyway, why crutch it with the wrong cam or spend $$$ on injection when the valve job & chambers need fixing ...

Ouch, manual trans, I probably would want comp closer to 11;1.

That's what a engine like that should make pretty easily. In the 80s we ran pavement late models . 357 inch ,unported 2.02 valve heads. Vic Jr intake and 500 holley 2 barrel on b37 fuel. Flat top rule hyd ft cam. If you didn't make 440-450 hp you did run up front ever.carb location and spacers and ...

Even on junk- the labour kills me. It was pretty cheap, rotator was already balanced, we got away without line boring the block etc. The only new parts were rings, bearings, gaskets, cam, lifters & valve springs. I did minimal extra porting to the heads - well aware they're not worth much time!

F-BIRD'88 wrote: ↑Fri Apr 05, 2024 2:47 pm In your dyno tests on this engine with a locked out HEI diz what ignition timing setting created the most torque. What ignition timing setting created the most HP?
How much difference?

It made best HP & TQ on 31 deg, 32 & 29 lost a bit.

Dyno'd this collection of leftovers & junk yesterday & the bloody thing exceeded expectations by a good margin. It's a 2 bolt 350 block, .060" over, ARP main studs, fresh torque plated bores, zero decked. Rotating assembly is an old 400 crank ground to 350 mains, stock 350 rods with ARP...

As Larry said, a full S&S crank would be the best way to go at the HP you are envisioning. We have used a S&S race prepped crank for a number of years now in a 145hp sand drag Sportster engine with no issues at all. Previously we had an S&S rod set in stock flywheels that would go out ....

Going to be doing a freshen/toughen up on my sporty bottom end shortly so I'm not worried about it whenever I spin it past 7000rpm & so I can screw some more HP out of it reliably. Bike is a 94, originally 883, converted to 1200 with bored 883 barrels & wiseco pistons, currently making in th...

I just looked up the price of the Profilers, forget that. A set of AFR enforcers will get you where you want to me for 40% less and get you 8mm stem valves and a modern chamber. then you just have to worry about the CSA limitation of the runner. The AFR enforcers are the same casting as the prohead...

It may like 1-2 deg less timing, timing marks on 1&5 are a bit low, 2 looks bang on.
Heat range looks good.