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#1
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Were they dead on or what?I mean the author has no need to plug his parts or engine building services,so I imagine it was unbiased. think the big E has some catching up to do(on it's Perf RPM pkg) with results like that,stock heads,milder cam,smaller headers,less precise machining(no torque plate used),etc.I was really impressed,overall.Any comments?
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#2
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What exactly are you talking about? I think I missed something here.
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#3
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I was very impressed with the way that mill woke up with just bolt-ons. Yeah, why pay like $1,200 for Edelbrock's heads when you're only going to get 26 more HP? That's over $45 per horsepower, they're doing something wrong! But Edelbrock's numbers come from using the older Performer RPM manifold with a 750 CFM carb, MM used the newer Air-Gap with an 800. Think it makes that much difference?
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#4
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The 340 wasn't exactly stock. Well, I geuss it was mostly, but the heads were treated to a "performance valve job" in an earlier issue. It's still pretty impressive what the 340 turned out. I wonder what the outcome would be if they switched in a 4150 Holley carb, and opened up the bowls a bit.
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#5
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Read MP engine manual carefully and you'll notice a sentence " don't race dynos". If those engines were not run in the same dyno, they are not comparable. In Edelbrocks tests the RPM heads were good for 26 hp gain over ported X heads which I think is very worthwhile.
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#6
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i run a dyno for one of my customers on a regular basis(i test about 75 motors a year), and we run into this all the time. if we are going to perform additional modifications to a customers motor that has been tested somewhere else, we start out by testing it on our dyno BEFORE any work is done(our dyno is usually low, and the numbers are generally lower than what they were on the other dyno). i aggree with dart66, the only way to judge the performance gain from the stock heads and the RPM's would have been to remove the stock ones, and install the new ones and make some pulls. anything else is just meaning less.
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#7
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I agree! Comparing dynos are not the way to judge and ENG. Just like stated, One ENG on a dyno, not One ENG. on several dyno's. Even if its the same brandmake, model ,year and what ever bell and whistle it came with.
A bad decision can be made that way. And you'll lose. |
#8
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Not too long ago, Mopar Muscle built up a 318 in a '69 Dart, and they used those aluminum heads. They showed a flow chart, and they had to port them out to get flow that wasn't much better than stock X heads.
I've been trying to decide lately on what cam to put in my '79 Aspen R/T 360-4. I was going to use a Hughes cam, but I've seen a lot of good reports lately on the Comp Cams Xtreme Energy 268. It seems to have just about ideal specs for a mild street motor. This recent 340 article (I got the issue yesterday) only backs up what I already thought. My Aspen R/T 360-4 already has a nice 850 ThermoQuad and an LD-340 intake, now I only need: 1. To port out and 2.02/1.60 a set of 360 truck heads I have. 2. Put in the Xtreme Energy cam. 3. Valvesprings to match. 4. Headers and a good 2-1/2" dual exhaust. 5. Build a good non-lockup 727 with about a 2600-2800 stall 10" converter. 6. Put my 3.90 gears in the 8-1/4" rear along with Moser Engineering axles. 7. Find the $ to do all of the above. Once all this is done, I should be easily into the 13's. And I'm going to keep the 360 at a low enough compression (8.0-8.4) so I can always run 87 octane like I do now with 8.0 compression and full fast ignition advance. Currently with stock 360 heads, manifolds, 2-1/4" dual exhaust, a lockup 727, and 2.71 gears, it goes 15.8 at 88 mph. Not too bad for 3780 lbs going down the track. |
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