Don Terrill’s Speed-Talk

Change of plans on the build after talking with some people and reading the comments. I’ll just cut some weight on the car to compensate for less hp. No big deal. I’m looking at cans with the following durations 230/238, 234/236, and 236/248 on 109-110 LSA’s +4 maybe? I don’t want a mild steady lop...

Higher comp [within reason] will give greater power/efficiency for a given capacity at full throttle. At part throttle higher comp is not really playing a part here as we are not filling the cylinder with fuel air mixture, burn efficiency is at play here, chamber design, an active charge and fuel/i...

For those of you with LS engine experience. Using the example of a 4.00" bore x 3.75 stroke, iron block, well done cathedral port heads, cast intake, methanol carb, dome piston providing at least 12:1 compression, enough cam for 7400 - 7500 shift point. Given the above guideline, what is the p...

The under 6000 rpm sort of tells the story. These days it is fairly easy to buy what you need in terms of cylinder heads. There are so many options available in off the shelf stuff. You didn't specify how "odd ball" your project is. Good heads for an ancient Y block Ford can be difficult....

Unless you are going to a single plane manifold for more top end power with the 2 barrel ... use the stock stuff.

I have an LQ4 with cnc ported #821 heads, 387 cid, (4.020" x 3.812"), with a much larger cam, (257/266@.050" - .730"/.710" valve lift), which dyno'ed at 687 horsepower using 1 7/8" headers and a 2 plane intake manifold ... A Holley 2-plane, 300-133 , dual-quad intake w...

I have a buddy that was telling me he was going to get some of those Holley factory refurbished carbs. Not the new models, but the old gold colored classic ones. Like the L-1850, and the 450 cfm type. He's wanting a L-3310 780 cfm, and a 650 double pumper. I looked at them and they don't have a war...

I have an LQ4 with cnc ported #821 heads, 387 cid, (4.020" x 3.812"), with a much larger cam, (257/266@.050" - .730"/.710" valve lift), which dyno'ed at 687 horsepower using 1 7/8" headers and a 2 plane intake manifold ... A Holley 2-plane, 300-133 , dual-quad intake wi...

To get that kind of power you will probably need to get up-to or over 7,000 RPM ... for that engine size the headers are probably to big.

Hope you can get there...

I figured there might be somebody young and new here who might be wondering that same thing BECAUSE it was answered a long time ago.

If you actually have a choke ... that is where the actuating rod goes from the choke mechanism to the choke olate. Ahhh, I don't use chokes. Should the hole be sealed up? Thanks, paulie Holley uses an 1/8" thick piece of brass strap , 3/4" x 7/16" to go under the hole. Aluminum works...

wwmtlineman wrote: ↑Thu Mar 21, 2024 3:41 pm Corrosion has damaged the jet tower on my Honda CB550 carbs to where the gas leaks by the o-ring on the jet. Is there a modified epoxy that I could use to repair that and machine it down that will hold up to gas?

LORD 305 epoxy by Parker will work well in that situation.

The biggest horsepower reasoning to going to a roller is to be able to achieve a higher lift so, I hope your heads can take advantage of that.
A "street" roller of that same duration will most likely give a higher lift .

If you want that RPM range, you need another cam.

Retarding yours may gain a couple hundred RPM.

mt-engines wrote: ↑Mon Mar 18, 2024 11:38 am

Walter R. Malik wrote: ↑Mon Mar 18, 2024 10:17 am 5 minutes ... really?
The width of a line on a degree wheel is more than that.

.05 X 60 = 3..... 3 minutes

So ... even less, LOL.