Need Help With More Hp From 434 SBC

[automotivebreath]

Originally Posted by killacamaro

Thanks for helping on my engine automotivebreath!What kind of flow have u
been able to obtain on the Dart Heads!

Hi Killa, actually I did more gathering of information than actually contributing. I normally
read everything Larry posts two or three times, there is so much to learn.

Here's a few points I consider most important. With this I say you should reduce
focus on peak air flow numbers and ask your cylinder head porter for a port velocity
profile. Look to identify areas of too high air speed and eliminate them to get the
engine to pull at the top of the range. This with a couple of points of compression
should do it!

Any comments on KillaCamaro's 12.8:1 compression?

i would advise him to run at least 14:1 CR and upwards
i'm wondering why Killa's 434 is Peaking so low in RPM ??
( 588tq@5100 and 669hp@6700)
with the same Dart Pro-1's ?

it seems there's a severe CSA speed problem !

You're thinking the air speed is too high at the push rod pinch?

i'm also sure Killa's has a speed problem on the Short Turn Curve
and in the Transition from the Bowl to the Chamber as well
for the HP and RPM point to be so low.

[killacamaro]

Originally Posted by Stan Weiss

588tq on motor @ 5200
I calculate 740tq @ 5200 with 150 HP shoot
I calculate 916tq @ 5200 with 325 HP shoot

778lbft tq at 5200rpm!With a 325pill it made 916tq at 5200rpm.
No Stan This was not a calculation but actually dyno numbers! Thanks killacamaro

[killacamaro]

Originally Posted by automotivebreath

Hi Killa, actually I did more gathering of information than actually contributing. I normally
read everything Larry posts two or three times, there is so much to learn.

Here's a few points I consider most important. With this I say you should reduce
focus on peak air flow numbers and ask your cylinder head porter for a port velocity
profile. Look to identify areas of too high air speed and eliminate them to get the
engine to pull at the top of the range. This with a couple of points of compression
should do it!

Any comments on KillaCamaro's 12.8:1 compression?

i would advise him to run at least 14:1 CR and upwards
i'm wondering why Killa's 434 is Peaking so low in RPM ??
( 588tq@5100 and 669hp@6700)
with the same Dart Pro-1's ?

it seems there's a severe CSA speed problem !

You're thinking the air speed is too high at the push rod pinch?

i'm also sure Killa's has a speed problem on the Short Turn Curve
and in the Transition from the Bowl to the Chamber as well
for the HP and RPM point to be so low.

I got u automotivebreath!I will probably let Larry take a look at the heads in the future because I believe(if u know him,ha,ha) it's to time consuming right about now!I'm really thinking about lighting/(coating) the assembly up and going to a bigger cam While I have it tore down!Thanks once again automotivebreath!

[MaxRaceSoftware]

Originally Posted by rookie

Two questions if I may, and they are not loaded ones, I promise.

How much hp if any are you seeing with the Moroso 4-Vane enhanced Vac-Pump?

What valve spring do you run and how long do they live at those lifts?

I know that is one of the keys to good power, but most people are not willing to spend the money.

Manley NexTek , never had 1 break on any .850" or less Valve Lift SBC Engine yet
so far.

we've run the NexTek's on as much as 1.080" Lift on some of the BBC Engines
for full Race Season or even 1 1/2 Seasons on this one BBC
without replacing or beaking any !

only seen 1 break so far

ran NexTek's on the HotRod Mag Pump Gas Nat's 2005/2006 SBC engines
and some Street driven time.


We ran the AeroStar Vac-Pump on Danny's SBC434 because Chris gave
Danny a great deal on it, and the amount of Vac " Hg. was good and "Safe-er"
for ET Bracket he was going to do.

the Moroso 4-Vane enhanced pump is primarily the Pump we use
on all the SBC and BBC Engines in conjunction with Bleedoff Valve if needed.

How much TQ and HP is the Moroso 4-Vane enhanced worth ?

Here's the "Trends" on the Dyno->
1-the worse the Rod Ratio...the more the Vac-Pump gains HP + TQ

2-the shallower the oil pan ...the more the Vac-Pump gains HP + TQ

3-the more there's too many qts of oil in a pan...the more the Vac-Pump gains HP + TQ

4-the higher the CR...the more the Vac-Pump gains HP + TQ

5-if the front half of the oil pan is very close to the crank to clear
Steering Linkage or cross-members of any kind
...the more the Vac-Pump gains HP + TQ

6-the greater the Crank Stroke (ties in conjunction w/Rod Ratio)
...the more the Vac-Pump gains HP + TQ

7-the larger the CID size...the more the Vac-Pump gains HP + TQ

8-the worse the Ring Seal / Blowby ...the more the Vac-Pump gains HP + TQ

How much TQ and HP gains?
anywhere from around 8-10 HP to as high as just a little over 50 HP
at some RPM points on a large BBC engine

typically on average= 20-25 HP gains w/4-Vane enhanced version

[MaxRaceSoftware]

I believe when u r calculating Danny's numbers u r not adding enough TQ from the nos .That motor on NOS should make way more than 734 tq on the spray!I made 588tq on motor and with a 150shot 778lbft tq at 5200rpm!With a 325pill it made 916tq at 5200rpm.

you are not accounting for the "RPM-effect"
in the HP or Torque equation !

your SBC434 made its Peak TQ much lower in RPM
and its Peak HP point much lower in RPM

--- For the same amount of Peak HP
the Net-effect is you will always make more Torque
at your lower RPM...than a higher RPM Power Curve.

TQ = ( HP * 5252 ) / RPM


here's another ETA Simulation of Danny's 8.830 ET Run
but this time Inputing Peak HP occurs at 6800 RPM like yours did .

notice now how much more TQ its showing it would need to make

its now showing around 810.3 TQ

[MaxRaceSoftware]

Some background Information on the above ETA computer simulation

its based on Physics 's Equation

Power = Force * Velocity

or

HorsePower = Force * Velocity

that Simulation does not need to know :
Differential Gear Ratio
Transmission Gear Ratios or Number of Gears
Tire and Rim Sizes
Shift Points or Launch RPM points
Stall RPM or Converter Multiplication or Converter Lockup Efficiency
Engine RPM !

i just included the RPM point of Peak HP input into that Simulation
to backwards calculate Torque output .

i wrote that program about 16 or 17 years ago ?,
i first wrote it when Microsoft debuted Visual Basic 1.0 for Windows
around 1991 or 1992 ??

i purchased the Visual Basic 1.0 Win Professional version (now very "Rare " version)
(16-Bit Windows version) and wrote the ETA program.
Its now converted over to VB6.0 32-Bit version

its going to be further updated to include Inputs for
60 FT
330 FT
660 FT
660 MPH
1000 Ft
1320 FT
1320 MPH

and now the newer NHRA 1000 Ft ET and MPH inputs that went into
effect recently
as well as a separate 990 FT ET and MPH for Countries
that show 990 Ft instead of 1000 Ft on ET Slips

the additional inputs will greatly increase the accuracy of that program.

[Stan Weiss]

Originally Posted by killacamaro

778lbft tq at 5200rpm!With a 325pill it made 916tq at 5200rpm.
No Stan This was not a calculation but actually dyno numbers! Thanks killacamaro

That is interesting. The 325 HP shot increased HP by 325 HP. The 150 HP shot increased HP by 188 HP.

[MaxRaceSoftware]

Danny emailed me this Pic of his Blazer launching

its not the best quality, looks like a Cell-Phone pic
but it shows how hard its Launching
and great bottom-end Torque

[Mwilson]

Im wondering how you run domed pistons in a 434 with 64cc chambers and only get 12.8:1! Seems it would be higher?