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On 2004-03-01 19:05, GregCook wrote:
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On 2004-03-01 12:07, chilly460 wrote:
No report...wonder if he's still cleaning it off the shop walls?
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Maybe the shrapnel killed everyone in the shop????[img]/phpBB/images/smiles/icon_confused.gif[/img][img]/phpBB/images/smiles/icon_confused.gif[/img][img]/phpBB/images/smiles/icon_confused.gif[/img]
HEY!!!! Everybody okay??????
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Uh huh now I get it, you dissin me homes? [img]/phpBB/images/smiles/icon_lol.gif[/img][img]/phpBB/images/smiles/icon_lol.gif[/img] Actually we did have to clean the wall, floor, and computer when the upper radiator hose blew off the intake at only 220 degrees at 7000rpm. That was messy[img]/phpBB/images/smiles/icon_eek.gif[/img] Then the next run the head gasket blew or the cylinder wall cracked(I'm sure its the head gasket) causing the overflow tank to overflow with oil in the water and a little water in the oil. Pulled the plugs and found #4 wet with water pouring out of the spark plug hole. No biggie, I'll pull the heads this week and check out the gasket. Ran great driving out to the dyno and felt good unfortunately James had to pull me home with my truck. Got 3 runs with the first one taking nearly 30 minutes straight trying to get the dyno in sync with the actual stall lockup rpm and final drive ratio. A lot of full throttle non stop and it never missed a beat. The guy operating my car kept forgetting to turn on my engine fan and especially my trans cooler fan which was scalding hot from being against my 5000 stall for that time. The air fuel ratio had weird lean spikes at specific rpms caused by the headers and the higher the rps the leaner it got over all. The 6' primary length headers and 10 degrees more duration on the exhaust at .050" lift did what the dyno operator thought. Severe over scavenging of the exhaust. I had twin hp peaks at different rpms. 1st and also the highest peak was 378hp at 5200rpm and the secondary peak was 370hp from 5900-6100rpm then power fell off. The funky headers and cam combo caused the timing requirements to be a lot less than normal. Moving timing down to 25 degrees total helped the lean spikes some while jumping the power up at higher rpms and upping the jets one size got me at 12.5:1 a/f ratio on the top end while still having lean spikes.
Basically, I needed more than 3 pulls(3rd one didn't get saved from the breaker tripping and lost the data) but the 3rd was from upping the jets and I saw the a/f ratio much better and power was higher but I don't remember what it was. The 4th pull is where the head gasket let go. All in all we were there 3 hours. I will go back when I change the head gasket and try 20 degrees total timing and try my other Dominator which always worked perfect and it had chrome velocity stacks.
This all confirms my fears of the headers hurting my power and also explains why i ran the same ET shifting at 6000, 6500, 7000, and 7200rpm. I lost 3mph by putting my 4.30 gears in the weekend after running my 3.89s with 28x10.5s. This early hp peak is why but the guy thinks my torque peak is around 3200-3500rpm and very healthy. Either I should get a much tighter converter and use this combo as is or shorten the headers 25" for a 47" total length and get a symetrical grind 266/266 110-112LSA cam and Super Victor intake. Throttle response is unbelievable with a Dominator even when idling and punching the throttle.
Scott, I have had great luck with these pistons and have used them since the early 90s almost exclusively. Qtrmiler remembers my forged Aries .200" flat dome pistons that broke in his driveway hitting the 350 shot at idle with pump gas and hot engine. The other time I used forged Weisco pistons was the last engine I built in Tulsa and hurt it driving to the track on pump gas with 14.5:1 compression full throttle all the way on the highway there. Broke the pistons at the top ring lands by the intake valve reliefs just like the other pistons when I hit the nitrous at idle with pump gas. I have not broke any cast hypereutectic pistons and they have held up to years of 7800RPM shifts and some 9000+rpm burnouts(very good valve springs). The 351W pistons I was using weighed a ton but held together fine. This 392 when running right(when I have the right combo) should handle 7800rpm with no problem especially since I have h-beam rods this time and the 302 pistons are much lighter than the 351 pistons. When I was ordering the parts for this 392, Keith Crafthimself told me that this rotating assembly will handle 7800rpm shifts reliably and if internally balanced it could go higher. The only differences between this 392 and my 7800rpm 351 is the cam being 4 degrees at .050" larger on the 351, 1-1.5 points more compression on the 392, the headers with 72" primaries on the 392 wher the 351 had 38" primaries, and 35 more cubes in the 392. I am not concerned nor worried about high piston speed with these pistons because they are much lighter than the 351 pistons and very strong.
The dyno held any rpm and you can do changes to the timing and watch the a/f ratio and hp change. It will hold the engine at any rpm increment for any preset amount of time or a rpm sweep from any rpm to another rpm within a specified amount of time. That dyno is definitely the future. Now to get the head gaskets changed and continue the tuning(maybe cut the headers 25" shorter and put flat inline collectors on) before I get the Pro Topline 215s, bigger roller, and Super Victor intake.
Today
