Don Terrill’s Speed-Talk

PRH wrote: ↑Wed Mar 20, 2024 11:56 am My understanding is that cams with “tight” LSA’s(more overlap) can create tuning challenges with EFI.

Just something to consider.

Thats always been misinformation.

I'd put it at 104 in CL to start in car drag testing. Opinions don't matter. Great advice!! For someone with no experience...... To the OP.. im my opinion of it is race only you are 20 degrees too small.. but whats the combo? If you are restricted on the heads..... adding a bunch of cam won't help ...

Walter R. Malik wrote: ↑Mon Mar 18, 2024 11:41 am

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.

The tip of the pointer lol

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

Yea.. no words needed. That was a complete mess. With what little you had to work with, you did what you could within the limits of the manifold. Hats off to you. Do you think it'll make the gain that he was looking for, to over 800 horsepower with AFR 245s? Unless there is some moderate port work ...

How much stroke?
3000rpm is pretty low, and dual plane intake territory.

Well in a 302 or 305, low rpm cruise will be non existent with the manuals. The auto will buffer it with stall

In a 350-406 it will still suck, just not as bad.

Even stock replacements will be fine.

The competition products valves are good.. have run a bunch.

You're overthinking it.. spend your money on good locks

How is this abortion not completed? I see nothing of value here, just worthless youtube content. All I see with this project, is an immense waste of time using a flowbench and no forward progress. Just stick a 218@.050 cam in it already and bring it to the dyno. I am just going to make a wild guess...

If the valve doesn't have much area to back cut, just knock it down to match the top cut angle.

How is this abortion not completed? So over 50 years David Vizard has been in the industry a 1hp/ci dingleball honed 318 is the highlight! I see nothing of value here, just worthless youtube content. All I see with this project, is an immense waste of time using a flowbench and no forward progress. ...

Greg, as big and long as your valves are they should be Ti. Those heavy, clunky SS valves have no business in an engine like yours. And I do 50 degree seats on most everything regardless of lift. Proven it many times on the dyno and at the track. When going to a 50 degree seat, the throat percentag...

mag2555 wrote: ↑Thu Feb 29, 2024 2:35 pm With that rpm range of less then 8000 and if you are not running such yet you might want to look into conical springs.
You would benefit from many things + it’s said the lighter springs and far smaller retainer can come very close to equaling the weight reduction of a titanium valve.

NO!

Wallace calculators don’t support the stated 986hp, more like 920ish. You’ll need around an extra 60hp to run low 8.40s or like Dave mentioned, an improved setup. You state the RPM limit is 7800? What parts are limiting the rpm? Do you have a non-hero timeslip you can post? How about the dyno sheet...

Do a 2.350 intake 50 seat with the supported bowl work.

That thing runs pretty good from what I've seen.