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Discussion Starter #1
Hi all...

Looking to pick up a little with my current combo,
have changed my cam duration to 284/304 @ 50 everything else the same as below.
what my question is should I ditch the duel terminators and use the edelbrock single plain manifold with one terminator for my combo?
also any other recommendations will be highly appreciated
one more thing should I tighten my converter up maybe 5500 rpm.
Hoping to break into the 7's




632 Brodix 18* 1803 Big Duke full CNC around 500CFM at 800, 1.7 rockers, not sure if this is actually the flow numbers of these heads just from there site.
Sheet metal tunnel ram, Twin Rons terminators
methanol.... mechanical injection.
car weight 2760 fully loaded.
2 speed glide, 4,1 diff gears, 5800-6000 stall
currently has the below camshaft, I think this is ok but not 100% right.
PB 8.11 169 mph 1.13 60ft,
found out first gear was slipping also clutch packs were black.

4/7 swap LSM cam used with above combo
intake @ 20 324.95 @ 50 287.96 0.50953 cam lift 0.87567 valve lift 114.5 lc
ex @ 20 361.68 @ 50 317.09 0.47904 cam lift 0.81631 valve lift 114.5 lc


Original setup
same engine different cam & single carb Edelbrock single plain manifold c14 fuel went 8.2 164 mph 1.19 60ft


cam that was in the above combo was...

intake adv 334 @ 50 294 .8371 valve lift 116 lc

ex adv 354 @ 50 307 .7990 valve lift

the car seems to have not responded much to new combo im thinking cam or fuel saturation from 2.5 x more fuel.

if i was to put old cam in with tunnel ram injection would it respond better than the current cam i think the split is to big on current cam need some advice....
maybe new cam looking to pick up 100hp think my heads should flow 1150 HP


Thanks all,
Tony
 

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Discussion Starter #2
Re: 632 1803 bigduke..... manifold & engine info

please help me out....
Hi all...

I know there is a lot of knowledgeable on this forum & also lots of R&D that has been done over the years with the Big Duke 18* heads, was hoping you guy's would share this information with me so I can get a little more out of my current setup.
recently i have changed my cam duration to 284/304 @ 50 everything else the same as below.
what my question is should I ditch the duel terminators and use the edelbrock single plane with one terminator for my combo?

Should I tighten my converter up maybe 5500 rpm.
Hoping to break into the 7's

also any other recommendations will be highly appreciated

Below I have posted some info on my car....
This engine is running on methanol currently.

632 Brodix 18* 1803 Big Duke full CNC around 480-500CFM at 800, 1.7 rockers, not sure if this is actually the flow numbers of these heads just from there brodix site.
Sheet metal tunnel ram, Twin Rons 2100cfm terminators
methanol.... mechanical injection.
car weight 2760 with driver and fuel
2 speed glide, 4,1 diff gears, 5800-6000 stall

last time out with the below camshaft
PB 8.11 169 mph 1.13 60ft,
found out first gear was slipping also clutch packs were black.

4/7 swap LSM cam used with above combo
intake @ 20 324.95 @ 50 287.96 0.50953 cam lift 0.87567 valve lift 114.5 lc
ex @ 20 361.68 @ 50 317.09 0.47904 cam lift 0.81631 valve lift 114.5 lc


Original setup of this car
same engine different cam & single carb Edelbrock single plain manifold c14 fuel went 8.2 164 mph 1.19 60ft car weighed 2880lbs driver was 100 pounds heaver.


cam that was in the above combo was...

intake adv 334 @ 50 294 .8371 valve lift 116 lc

ex adv 354 @ 50 307 .7990 valve lift

please give me some feed back.




Thanks all,

Tony
 

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If you do not already have 55mm cam bearing size, on the next rebuild have it done with at least .904 lifter bores. With that much flow in the heads it look like you could use more lift/bigger cam.Then have CFM or one of the other carb guys do a set of carbs. for Q 16 to put on your tunnelram intake.
 

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Discussion Starter #7
Thanks all,

Not sure what the problem is but i am hoping to go 7.90 next time out.
car has not picked up at all from old cam, single carb c16 race fuel.... to Tunnel Ram methanol injection and cam change, That hurt $7000 later still doing 8.1 .......picked up 4-5 MPH and 60ft
shifting @ 7200 RPM drops to around 6000 RPM and crosses the line 7500 RPM could it be converter tweek?

Also thinking car fell over mid track hence the reason for duration change in camshaft should have more cylinder pressure now & torque mid range
was thinking that Tunnel Ram may not be needed because it only turns to 7500 RPM will go 8500 RPM but don't want too...

one more thing i thought about was my engine has no high speed bleed for the fuel so maybe this is another reason its going flat mid track and top end.
the pill i have in there is a little fat but this is what engine likes at start of track & MPH the best with this pill.... think its 86 think jets are 40
May need fuel pulled out @ high RPM
 

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VP makes it. I`m getting ready to dyno a 706 i just built for my car and its going to run on M5.
 

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Your set up is way
My 632 with same heads with single terminator in a 2650 Monte Carlo with 4.30 gears went 7.60. I think ur converter is about 800-1000 tight. Its falling back 2k on the shift and can't recover
 

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Discussion Starter #11
Thanks All for your feed back,
would like to stay with methanol because of the price..c14 - c16 is $250-$300 for 20 litres in Australia, Can buy 200 litres of methanol for $250...
I know it probably would go little better on race gas but cant justify the price.
I am sure there are guys out there running Methanol and producing the numbers.....Just getting it right is the tricky part, just have to keep asking Questions.
Thanks Raymond will look into M5
dragsterman8 I think converter is only falling 1000 RPM from 7200 to 6000/6200
So you Guys defiantly think I should leave the tunnel ram?
wouldn't the single give me more torque below 7500 than duels?
not going for all out power figures just want it to run the numbers consistently........and do it all under 7500 RPM
engine will zing up to 8000-8500 RPM But don't want to turn it to the moon.
 

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everyone uses big tunnel ram intakes with 2 carbs for a 632 with an average sized camshaft. these motors dont warrant all the fuel and air people are pumping in there. with todays technology of single 4 intakes and carbs you have more than enough air+fuel for that application. -my 632 with 900 lift cam big chief heads powerglide new single 4 edelbrock intake and 1380 carb on Q16 went 8.18 in a 3200 pound backhalf car (decent 70 degree weather). look at what these milan guys are doing with there combos and im pretty sure most of them arent running meth
 

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Discussion Starter #15
what do you guys think about this fuel..? willl it run my engine
PowerPlus 110+ Unleaded Racing Fuel is specifically engineered for normally aspirated and Turbo - Super Charged engines. Compression Ratios greater than 14:1. The most powerful high octane unleaded fuel available. It is an excellent performance fuel for Drag Racing where a higher octane fuel is required. PowerPlus 110+ allows you to push the limits of octane satisfaction. Suitable for engines developing up to 1600 Horse Power.

• Research Octane Number (RON) - 110
• Colour - Yellow
• Appearance - Clear & Bright
• Sulphur - Less than 50 mg/kg
• Aromatics - Less than 78 % vol
• Benzene - Less than 0.3 % vol
• Oxygenates - 3.5% m/m
 

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Discussion Starter #16
A true high performance leaded racing fuel designed for sophisticated race engines which routinely function between 7,000 – 10,000 rpm. Sunoco Supreme™ is trusted by some of the most respected names in motorsports. It is specially formulated with low sensitivity to achieve a high motor octane value for increased protection against detonation under severe operating conditions. Sunoco Supreme is recommended for two- and four-stroke applications up to 15:1 compression ratio.

• Specific Gravity - 0.715
• Antiknock Index (R+M)/2 - 112
• RON, Research Octane - 114
• MON, Motor Octane - 110
• Reid Vapor Pressure - 6.3
• Distillation, deg F Initial Boiling Point - 98
10% Evaporation - 170
50% Evaporation - 219
90% Evaporation - 232
Final Boiling Point - 257
• Color - Blue
• Oxygen, Wt% - 0.0%
• Dielectric Constant - -0.7
 

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How much compression does it have?

Roo16 would be my pick but it's going to be a lot dearer than alcohol.
EXo2 from Sunoco is another oxygenated alternative.
The oxygenated fuels will give you the best performance but need a pair of carbs set up to move enough fuel for them.

A non oxygenated option would be C14+.

I don't know anyone who's run the PowerPlus fuel so I can't comment on them.
 

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And just to add,
M5 isn't homologated under ANDRA rules. . so you can't run it at an ANDRA event. (as per the rules, anyway).
 

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If that's the car in the picture, what does it weigh??? Running 8.10 with a spread port 632?? Something is way off, what does the coverter stall?
 
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