|
Author
|
Message
|
|
jepito
|
|
|
Group: Forum Members
Last Active: 9 Years Ago
Posts: 87,
Visits: 541
|
I'm not in, but on the alternate list. Hopefully something wil change because I feel pretty good about my chances. My engine was built for pump gas so it has some room for improvement to take advantage of the VP 101. The cam and headers are set up for a little higher rpm as well. Even as is though its
334ci making 450hp @6000 and solid low end torque.
|
|
|
|
|
jepito
|
|
|
Group: Forum Members
Last Active: 9 Years Ago
Posts: 87,
Visits: 541
|
|
|
|
|
|
Ted
|
|
|
Group: Administrators
Last Active: Yesterday
Posts: 7.3K,
Visits: 204.6K
|
PF Arcand (6/23/2015)
What is the RPM range for the Vintage class? I haven't followed the most recent contests, but one thing that has been evident in the past is that unless your engine can produce torque numbers at the bottom of the RPM range, equal to it's displacement or better, the chances of winning were slim & none. Even making the top six was doubtful. I realize this vintage class has limited entries, but Jon Kaase is a master builder/ tuner & everyone else better be on their best game or it's unlikely for them to get close to the front.
Paul. Well said! Jon is noted for thinking way outside the box and being quite innovative along the way. As Jepito previously mentioned, the rpm band for the Vintage Engine Class is 3000-6000 rpm’s. The fuel being used is VP101 which falls between a pump gas and race fuel and this alone puts the engine in that grey area between a street engine and race engine. My own proposed engine combination for the 2015 EMC competition is going to end up being a dyno queen or a mild race engine due to the fuel requirement. This engine is a combination that’s going to be hard to repurpose without a complete teardown for a piston and camshaft change later.
  Lorena, Texas (South of Waco)
|
|
|
|
|
PF Arcand
|
|
|
Group: Forum Members
Last Active: 8 Months Ago
Posts: 3.3K,
Visits: 238.8K
|
Interesting point Ted.. It also strikes me as odd that a vintage class would have a somewhat narrow RPM range starting at 3000 RPM. But, then again it's Hot Rod running the show now, not Popular Hot Rodding, who would have undoubtedly started it at 2500 RPM.
Paul
|
|
|
|
|
RB
|
|
|
Group: Forum Members
Last Active: 3 Months Ago
Posts: 647,
Visits: 16.7K
|
Dyno operators do not like to start dyno pulls at a lower rpm.. The water brake often times can not hold an engine that makes a lot of torque at that low of RPM
|
|
|
|
|
PF Arcand
|
|
|
Group: Forum Members
Last Active: 8 Months Ago
Posts: 3.3K,
Visits: 238.8K
|
That may be true in some cases, however the University of Ohio's dynos ( I don't recall the make or models, but I believe they used three) were starting at 2500 rpm in Engine Masters tests on engines much bigger than a usual Y-block.
Paul
|
|
|
|
|
Ted
|
|
|
Group: Administrators
Last Active: Yesterday
Posts: 7.3K,
Visits: 204.6K
|
PF Arcand (7/17/2015)
That may be true in some cases, however the University of Ohio's dynos ( I don't recall the make or models, but I believe they used three) were starting at 2500 rpm in Engine Masters tests on engines much bigger than a usual Y-block.
UNOH uses the DTS dynameters. DTS has sold out to Superflow so the UNOH dynos are now supported by Superflow. It was one of Kaase’s engines that actually ‘smoked’ the water brake on one of the UNOH dyno’s. I’m more in favor of the 3000 rpm start rather than 2500 rpms simply due to some dyno operators not having a soft touch on the controls and operating the dyno controls like a car leaving a dragstrip starting line. If the engine is not tuned for this kind of start, it will cough and spit and in some instances simply die. Assuming the engine gets past that kind of rambunctious start, running the throttle up too fast will make the rpms fall quite a bit below the dyno start rpm and in turn loads both the engine and the dyno extremely hard at that point. If that dyno start rpm is set at 2500, then the potential is there for a high torque engine to drop all the way down to 1800-1900 rpms while the computer is trying to compensate for the sudden load on the water brake. I use the soft touch method at the dyno controls and rarely see more than a 200 rpm drop below the selected start rpm. I rarely make pulls starting at less than 2500 rpms simply due to main bearing and crankshaft loading being severe at low rpms and at full throttle.
Lorena, Texas (South of Waco)
|
|
|
|
|
Small block
|
|
|
Group: Forum Members
Last Active: 3 Years Ago
Posts: 90,
Visits: 2.5K
|
The poly engine was the engine that showed the way for the Big block scruby and 351 Cleveland, The poly had some short comings but the canted valve idea was good enough that both Ford and scruby followed with there own design! If you don't have it you will never win a NASCAR race! This class should be interesting Kaase has a way of making power no matter what he builds!
|
|
|
|
|
Kahuna
|
|
|
Group: Forum Members
Last Active: 5 Years Ago
Posts: 471,
Visits: 2.4K
|
As I recall, that early Hemi placed 3rd in the competition several years ago. I was
very fortunate to be able to watch and assist during the Local Dyno pulls in Chico, CA.
I have no idea what HP it made during the EMC, but did get to see it make more than
645 HP on John Beck's dyno. A very impressive engine.
Unfortunately, one of the co-builders (Danny Miller) passed away some time later.
|
|
|
|
|
RB
|
|
|
Group: Forum Members
Last Active: 3 Months Ago
Posts: 647,
Visits: 16.7K
|
It was very very sad that Danny Miller passed suddenly and too soon.. He had a very quick and inventive mind and boundless enthusiasm.. That Hemi project was quite an effort
|
|
|
|