cubic inch vs. "the budget"

you could buy Ky's p-51 heads,cam and pistons, you would not need a ""man shot" then

KY JELLY wrote:you could buy Ky's p-51 heads,cam and pistons, you would not need a ""man shot" then

Lem Evans wrote:But , it aint got an A460 or C460 exh. port.

but that is were you make your magic " CAM GOD "

cam will only do so much

KY just trade him your engine complete take his in trade and you will still have what you need to increase your engine size....

IDT-572 wrote:

richter69 wrote:fix your sig Snake.............

What do I need to change

O, I saw what you were talking about, (dyslexic) I guess..............

KY JELLY wrote:you could buy Ky's p-51 heads,cam and pistons, you would not need a ""man shot" then

Then Nick would be as fast as FABIO......................

bruno wrote:

Lem Evans wrote:But , it aint got an A460 or C460 exh. port.

but that is were you make your magic " CAM GOD "

You are correct that 'we' can help the deal with a different exh. lobe...but... it's not near a complete solution. If you were to do a 588" with your heads & 14-14.5:1 compression I'd think 4*-5* more duration on the intake side & 6*-7* more on the exh. side.......spread the lsa. Nothing crazy but more lift also.

IDT-572 wrote:

KY JELLY wrote:you could buy Ky's p-51 heads,cam and pistons, you would not need a ""man shot" then

Then Nick would be as fast as FABIO......................

I don't think they make a cape that long

rmcomprandy wrote:It's easiest to change the cam and rear gear, then rev it a bit higher. Piston speed and valve train are the main limiting factors.

If a guy were to change the cam in Nick's present package I'd think a manifold upgrade would be needed to make it the most productive.

Lem Evans wrote:

rmcomprandy wrote:It's easiest to change the cam and rear gear, then rev it a bit higher. Piston speed and valve train are the main limiting factors.

If a guy were to change the cam in Nick's present package I'd think a manifold upgrade would be needed to make it the most productive.

since those heads are machined for those pedestial rollers are we gonna keep that same deal ?

so many options..................lol

bruno wrote:

Lem Evans wrote:

rmcomprandy wrote:It's easiest to change the cam and rear gear, then rev it a bit higher. Piston speed and valve train are the main limiting factors.

If a guy were to change the cam in Nick's present package I'd think a manifold upgrade would be needed to make it the most productive.

since those heads are machined for those pedestial rollers are we gonna keep that same deal ?

Your call...lots of varables that will not be resolved via the keyboard.

Resort to phone calls? what the hell..............

richter69 wrote:Resort to phone calls? what the hell..............

i can multi-task alot easier via the keyboard/ handling clients on the showroom floor the phones here ring off the hook

call after business hours............

bruno wrote:

lghting94 wrote:Some quick calculations show that if all else stayed the same(heads, pistons, head gasket) changing from a 4.300 stroke 6.800 rod to a 4.500 stroke 6.700 rod should gain right at .6 in compression.

right now she is at 13.16

Do you realy need a bunch more Compression with the NO2? or do you just need to put the hose to what you have now?

dfree383 wrote:

bruno wrote:

lghting94 wrote:Some quick calculations show that if all else stayed the same(heads, pistons, head gasket) changing from a 4.300 stroke 6.800 rod to a 4.500 stroke 6.700 rod should gain right at .6 in compression.

right now she is at 13.16

Do you realy need a bunch more Compression with the NO2? or do you just need to put the hose to what you have now?

i would guess to say that another point isnt going to make it that much more difficult to tune ......... i think im more affraid to put the hose to her now with this jap crank

Lem is there no there no other stroke we can do with these existing rods and pistons ?

Your existing pistons, rods, and deck height, make up what your stroke will be. IF you change one something else will be effected.

IDT-572 wrote:Your existing pistons, rods, and deck height, make up what your stroke will be. IF you change one something else will be effected.

cool .....


so which combo will accelerate faster ? n/a

4.50 x 4.560

4.60 x 4.560

4.60 x 4.60

bruno wrote:

IDT-572 wrote:Your existing pistons, rods, and deck height, make up what your stroke will be. IF you change one something else will be effected.

cool .....


so which combo will accelerate faster ? n/a

4.50 x 4.560

4.60 x 4.560

4.60 x 4.60

I don't think the extra 13 cubic inch is worth the trouble and cost of putting in the 4.6 crank.

I also think your 4340 RPM crank is as good as any other 4340 crank, other than maybe a Bryant.

As far as accelerating, I don't feel with all else being equal on top of the engine you will see any difference.

You just don't want to get the port velocity to high in the port going to a big cubic inch and small heads.

My 580 inch P-51 deal has port velocity about equal to my 557 TFS Street engine.

Getting the port velocity high, but not too high is the way to a good and powerful engine with a broad torque curve N.A. The port velocity will be high on your Eddy's at 580 + inch and spraying will make them a cork.

With you spraying (Mr Frosty) I think you would be better served to step up to the A heads and a 598 inch, 4.6 x 4.5 And take advantage of the added torque and HP the A heads afford.

Everybody took notice of the hp my P-51's made saying it made A head hp, but nobody notice it was a good 110 ft lb down on torque to Boo Boo's 598 at almost the same RPM. This tells me the A heads raised port aids in cylinder filling even over the P-51's.

You build a good Lem built 598 and stuff a 300 shot through it, I doubt you will make a full throttle pass in two years.

JMHO

^^^^^ you'll test the limits of that 8.8 and the rest of the suspension as well.

dfree383 wrote:

bruno wrote:

lghting94 wrote:Some quick calculations show that if all else stayed the same(heads, pistons, head gasket) changing from a 4.300 stroke 6.800 rod to a 4.500 stroke 6.700 rod should gain right at .6 in compression.

right now she is at 13.16

Do you realy need a bunch more Compression with the NO2? or do you just need to put the hose to what you have now?

Please notice that I referenced 14-14.5:1. While I know the deal can be tuned up for 15:1 I'd feel better about keeping the head gaskets on it with less ratio...given the castings and 10 head bolts/studs. It is my opinion that if the thing won't run , on the hose, with 14.19:1 it aint gonna run.

If it were me, I'd gather a set of A460 heads, 4.5 crank, Oliver rods, cam, Intake, etc, etc and stick it under the bed..................tune up the fogger and go race what you have now Nick..........I venture it'll go a good bit faster than what it has. I'd bet the heads will lift long before you blow the crank out of it.