Ported Chevy 083 heads, the tpi project

[RobZ28]

PipeMAX calculates VE differently than a dyno.

After building several TPI engines on PipeMax and DynoSim6, I am confident this is about at accurate as can be. I’ve used several known dyno tested TPI engines with over 30 years of experience looking at data.

Richard Holdener did 372hp and 465ft lbs with the same intake parts and AFR heads.

Any TPI guy will say this is a solid goal for a stock bottom end 350 and is realistic. 350hp is even more realistic.

385hp is the goal.

[Stan Weiss]

144 ve? Sounds optimistic

Charlie,
The older 3.9x versions of PipeMax wouldn't let you enter anything higher than 135% VE

Stan

[Stan Weiss]

PipeMAX calculates VE differently than a dyno.

After building several TPI engines on PipeMax and DynoSim6, I am confident this is about at accurate as can be.

Richard Holdener did 372hp and 465ft lbs with the same intake parts and AFR heads.

385hp is the goal.

Rob,
Did the program calculate this BSFC=0.682519? That is very high for an N/A on gas.

Stan

[RobZ28]

PipeMAX calculates VE differently than a dyno.

After building several TPI engines on PipeMax and DynoSim6, I am confident this is about at accurate as can be.

Richard Holdener did 372hp and 465ft lbs with the same intake parts and AFR heads.

385hp is the goal.

Rob,
Did the program calculate this BSFC=0.682519? That is very high for an N/A on gas.

Stan

I agree but thats what it calculated. It’s optimistic but I feel it’s worth a shot.

[RobZ28]

PipeMAX calculates VE differently than a dyno.

After building several TPI engines on PipeMax and DynoSim6, I am confident this is about at accurate as can be.

Richard Holdener did 372hp and 465ft lbs with the same intake parts and AFR heads.

385hp is the goal.

Rob,
Did the program calculate this BSFC=0.682519? That is very high for an N/A on gas.

Stan

I imagine it’ll have a high .3 for BSFC.
I don’t know how PM calculates their BSFC numbers. This TPI stuff is all about the intake flow…


I have a question. Looking at the CSA portion of the data, I’m really at the smallest CSA possible. Let’s say we open up the base manifold for a bigger port CSA but the tube runners are still the 2.08” CSA. As I understand it, this will not help much due to the localized airspeeds in the tube runners being higher than the rest of the system which will choke the system regardless and will end up causing turbulence in the bigger area at other RPMS. Do I have this right? It seems it can end up hurting some off idle, cruise and throttle response, which this is just a street car and that’s something I want to avoid. Thanks

[Stan Weiss]

PipeMAX calculates VE differently than a dyno.

After building several TPI engines on PipeMax and DynoSim6, I am confident this is about at accurate as can be.

Richard Holdener did 372hp and 465ft lbs with the same intake parts and AFR heads.

385hp is the goal.

Rob,
Did the program calculate this BSFC=0.682519? That is very high for an N/A on gas.

Stan

I imagine it’ll have a high .3 for BSFC.
I don’t know how PM calculates their BSFC numbers. This TPI stuff is all about the intake flow…


I have a question. Looking at the CSA portion of the data, I’m really at the smallest CSA possible. Let’s say we open up the base manifold for a bigger port CSA but the tube runners are still the 2.08” CSA. As I understand it, this will not help much due to the localized airspeeds in the tube runners being higher than the rest of the system which will choke the system regardless and will end up causing turbulence in the bigger area at other RPMS. Do I have this right? It seems it can end up hurting some off idle, cruise and throttle response, which this is just a street car and that’s something I want to avoid. Thanks

A high .3 for BSFC also seem very low.

Stan

RobZ28-VE-BSFC.gif

[maxracesoftware]

.... Sorry , i just saw this Thread today !

just had a new Dynomation update : Version 6.03.37_CD_DL on 3/29/2024
this new Dynomation version predicts these Results
using PipeMax v4.90 Harmonic Lengths
for Peak TQ occuring at 3900 RPM
and for Peak HP occuring at 5900 RPM
Power Band width = 2000 RPM

1st Harmonic = 41.2018 inches
Peak TQ = 475 at 2600 RPM
Peak HP = 398 at 7000 RPM
Power Band width = 4400 RPM

2nd Harmonic = 20.6009 inches
Peak TQ = 453 at 3800 RPM
Peak HP = 422 at 5600 RPM
Power Band width = 1800 RPM

3rd Harmonic = 13.7339 inches
Peak TQ = 436 at 4400 RPM
Peak HP = 443 at 6000 RPM
Power Band width = 1600 RPM

4th Harmonic = 10.3004 inches
Peak TQ = 432 at 4650 RPM
Peak HP = 448 at 6450 RPM
Power Band width = 1800 RPM

5th Harmonic = 8.2404 inches
Peak TQ = 429 at 4800 RPM
Peak HP = 447 at 6400 RPM
Power Band width = 1600 RPM

as a coincidence just yesterday , Kent Laporte has a SuperFlow SF-901 Dyno
runs an NHRA Stocker with TPI , Kent is also struggeling to make more HP
he makes great TQ , but HP falls off like a rock with NHRA Legal Stocker Cam specs!
Basically 2 Problems that prevent making a large significant increase in Peak HP
without loosing too much TQ
1]=Total Induction Length ( too long )
2]=NHRA Legal Stocker Cam specs ( too small )

Kent switches to Holley Carb + Single Plane Intake Manifold , then gains Peak HP and looses too much TQ
Car runs slower at DragStrip like that , because now Kent runs out of Camshaft

puts back TPI combo , looses Peak HP , gains TQ , runs quicker down DragStrip

If Kent had no NHRA Rules , he would Run much faster with Holley Carb + Single-plane Manifold + a lot larger Cam Specs

[RobZ28]

.... Sorry , i just saw this Thread today !

just had a new Dynomation update : Version 6.03.37_CD_DL on 3/29/2024
this new Dynomation version predicts these Results
using PipeMax v4.90 Harmonic Lengths
for Peak TQ occuring at 3900 RPM
and for Peak HP occuring at 5900 RPM
Power Band width = 2000 RPM

1st Harmonic = 41.2018 inches
Peak TQ = 475 at 2600 RPM
Peak HP = 398 at 7000 RPM
Power Band width = 4400 RPM

2nd Harmonic = 20.6009 inches
Peak TQ = 453 at 3800 RPM
Peak HP = 422 at 5600 RPM
Power Band width = 1800 RPM

3rd Harmonic = 13.7339 inches
Peak TQ = 436 at 4400 RPM
Peak HP = 443 at 6000 RPM
Power Band width = 1600 RPM

4th Harmonic = 10.3004 inches
Peak TQ = 432 at 4650 RPM
Peak HP = 448 at 6450 RPM
Power Band width = 1800 RPM

5th Harmonic = 8.2404 inches
Peak TQ = 429 at 4800 RPM
Peak HP = 447 at 6400 RPM
Power Band width = 1600 RPM

as a coincidence just yesterday , Kent Laporte has a SuperFlow SF-901 Dyno
runs an NHRA Stocker with TPI , Kent is also struggeling to make more HP
he makes great TQ , but HP falls off like a rock with NHRA Legal Stocker Cam specs!
Basically 2 Problems that prevent making a large significant increase in Peak HP
without loosing too much TQ
1]=Total Induction Length ( too long )
2]=NHRA Legal Stocker Cam specs ( too small )

Kent switches to Holley Carb + Single Plane Intake Manifold , then gains Peak HP and looses too much TQ
Car runs slower at DragStrip like that , because now Kent runs out of Camshaft

puts back TPI combo , looses Peak HP , gains TQ , runs quicker down DragStrip

If Kent had no NHRA Rules , he would Run much faster with Holley Carb + Single-plane Manifold + a lot larger Cam Specs

Hey Larry, any idea what kind of RPM that S/S TPI car pulls?
428hp would be nice and really make a third gen Camaro scoot!