Elle88 Build thread
Le Mans Master
Joined: Apr 2006
Posts: 5,403
Likes: 95
Cool video! Listen to that thing idle.
I went frame by frame at the end of the clip. It had a little blip at the end of the run. Power was pulling uniformly up to 6760 RPM. At that RPM Torque was 484, HP was 620. Then at 6860 RPM just before shutdown it showed 518 torque and 676.2 HP. This was just for a split second. Gained 34 ft lbs and 56 HP in 100 RPM. This very well could be a dyno error. This thing looked to still be pulling when it shut down ai 7000 RPM though.
Do you have a rev limiter?
Did you have the carb spacers on the car before? If so how thick do you have room for? Would like to send it as you will have it setup in the car so you don't have to disassemble anything once you get it. Bolt it in and go.
I went frame by frame at the end of the clip. It had a little blip at the end of the run. Power was pulling uniformly up to 6760 RPM. At that RPM Torque was 484, HP was 620. Then at 6860 RPM just before shutdown it showed 518 torque and 676.2 HP. This was just for a split second. Gained 34 ft lbs and 56 HP in 100 RPM. This very well could be a dyno error. This thing looked to still be pulling when it shut down ai 7000 RPM though.
Do you have a rev limiter?
Did you have the carb spacers on the car before? If so how thick do you have room for? Would like to send it as you will have it setup in the car so you don't have to disassemble anything once you get it. Bolt it in and go.
Thread Starter
Race Director
Joined: May 2005
Posts: 10,674
Likes: 122
From: Millington Illinois
St. Jude Donor '08-'09
Damper and spin on adapter is on. Pushrods are in, valves adjusted, valve covers on (they look pretty puny), engine is painted. carb and distributor need to be installed and it is dyno time. Got a motor on the dyno now but hope to do it this week still.
Anybody got a guess on Tq and Hp.
Last edited by 63mako; Nov 4, 2009 at 06:59 PM.
Le Mans Master
Joined: Apr 2006
Posts: 5,403
Likes: 95
Don't know what RPM we will pull on the dyno. Probably pull till power drops off on the last pull once everything is dialed in. Comp says the cam operating range is 3800 to 6800.
Damper and spin on adapter is on. Pushrods are in, valves adjusted, valve covers on (they look pretty puny), engine is painted. carb and distributor need to be installed and it is dyno time. Got a motor on the dyno now but hope to do it this week still. Anybody got a guess on Tq and Hp.
Damper and spin on adapter is on. Pushrods are in, valves adjusted, valve covers on (they look pretty puny), engine is painted. carb and distributor need to be installed and it is dyno time. Got a motor on the dyno now but hope to do it this week still.
Anybody got a guess on Tq and Hp.245 .050, 520/520 lift 427/435 hp factory were pulling power to 6500 rpm if that cam won't pull past 6800 rpm Competition cams needs to go out of business
It could be the dual plane may hold things back.
Burning Brakes
Joined: Sep 2008
Posts: 753
Likes: 0
wow!
great to see the motor complete-almost
yes dual plane and 800cfm carb could be limiting factors to hi rpm, but needed the engine to be tuned in its final user set up. I went for dual plane and 800cfm both for parts availability and to avoid excessive troubles at low speed-rpm operation.
btw, searching the web, I found a couple of Zl1-L88 builds with my same dual plane and divider not removed.pulling 650hp on the dyno if I remember right
found the link
http://www.superchevy.com/technical/...tor/index.html
650hp @6500rpm
very similar to my L88 build except the higher CR and slightly different cam. same cid, intake, heads , same rocker arms too
great to see the motor complete-almost
yes dual plane and 800cfm carb could be limiting factors to hi rpm, but needed the engine to be tuned in its final user set up. I went for dual plane and 800cfm both for parts availability and to avoid excessive troubles at low speed-rpm operation.
btw, searching the web, I found a couple of Zl1-L88 builds with my same dual plane and divider not removed.pulling 650hp on the dyno if I remember right
found the link
http://www.superchevy.com/technical/...tor/index.html
650hp @6500rpm
very similar to my L88 build except the higher CR and slightly different cam. same cid, intake, heads , same rocker arms too
Last edited by elle88; Nov 5, 2009 at 04:20 AM.
Burning Brakes
Joined: Sep 2008
Posts: 753
Likes: 0
this a pic of my former engine before the problem to a cylinder forced me to new build.as you know already is a 321 block like your
i hope 600hp on the new build
Last edited by elle88; Nov 9, 2009 at 09:21 AM.
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Thread Starter
Race Director
Joined: May 2005
Posts: 10,674
Likes: 122
From: Millington Illinois
St. Jude Donor '08-'09
5 empty quarts of Brad Penn Break In oil in the trash can today. Other motor (540) was getting final tuned on the dyno this aft. Elle88 is next in line for the dyno. My guess on the 440 CI engine is 590 HP and 579 Tq. 600 HP and torque are hard to come by. Hope you guys are right though, I would love to see over 600 on both.
Other motor (540) was getting final tuned on the dyno this aft. Elle88 is next in line for the dyno. My guess on the 440 CI engine is 590 HP and 579 Tq. 600 HP and torque are hard to come by. Hope you guys are right though, I would love to see over 600 on both.
Last edited by 63mako; Nov 9, 2009 at 08:25 PM.
Race Director
Joined: Apr 2000
Posts: 17,676
Likes: 201
From: Who says "Nothing is impossible" ? I've been doing nothing for years.
5 empty quarts of Brad Penn Break In oil in the trash can today. Other motor (540) was getting final tuned on the dyno this aft. Elle88 is next in line for the dyno. My guess on the 440 CI engine is 590 HP and 579 Tq. 600 HP and torque are hard to come by. Hope you guys are right though, I would love to see over 600 on both.
Other motor (540) was getting final tuned on the dyno this aft. Elle88 is next in line for the dyno. My guess on the 440 CI engine is 590 HP and 579 Tq. 600 HP and torque are hard to come by. Hope you guys are right though, I would love to see over 600 on both.
Thread Starter
Race Director
Joined: May 2005
Posts: 10,674
Likes: 122
From: Millington Illinois
St. Jude Donor '08-'09
Here is some head info.
This head is identical to P/N 12363410, except it has 2.25" stainless steel intake valves, and 1.88" stainless steel exhaust valves with 11/32 stems.
Intake Runner Volume is 315cc. Rectangular Port,Semi Open 118cc Combustion Chamber.
It also includes high performance valve springs, valve spring caps, keys and valve stem seals.Valve springs are good for up to .680" lift. Springs have 140 lbs closed pressure and 360 lbs open pressure.
These heads are designed for high horsepower 396, 427, 454, and 502 engines.
Technical Note: For 502ci engines, use no sealant on the head bolts. For all big-block engines, use intake manifold gasket kit P/N 12366985, with intake bolt kit P/N 12367959, and cylinder head bolt kit P/N 12367779.Cylinder head casting number is 12363401.
FLOW NUMBERS
LIFT INTAKE EXHAUST
.050" 35 22
.100" 70 53
.200" 143 112
.300" 200 137
.400" 236 170
.500" 275 194
.600" 310 213
.700" 330 226
.800" 340 234
Last edited by 63mako; Nov 9, 2009 at 10:49 PM.
Drifting
Joined: Mar 2007
Posts: 1,936
Likes: 1
From: Winston-Salem NC
Man, what a build! Wow!
Do you have a P/N for that GM intake? Thanks!
The duration @ .050 are similar. Lift is higher. The biggest difference is the advertised duration. The oem was over 350 on both sides. This one is not listed but is under 325. Way faster ramp. This will give you better vacuum, more power, better manners and low speed driveability. As we have discussed the down side is longevity and everything relating to the valvetrain needs to be perfectly matched, properly broken in and correct. If your original cam was a true OEM L88 this should be better than that as far as streetability. If you are used to it and that is what you want it is all good!. Here are a few pictures. Motor is assembled. except carb, dist, pushrods and balancer. The damper just came off the balancing machine. Aldo, make sure your flywheel is neutral balanced. The OEM balancer needed a little material removed to be right. Factory is not always real good. Might be a good time for a clutch upgrade and flywheel resurface as well. The pushrod length checker came up with both intake and exhaust pushrods needing to be + .200. You can see the nice centered pattern on the two valves to the left in the photo. The pushrods will be in this afternoon. Paint today. Hoping to be done very soon.
Thread Starter
Race Director
Joined: May 2005
Posts: 10,674
Likes: 122
From: Millington Illinois
St. Jude Donor '08-'09
Can do better than that. This guy still has one available.
http://cgi.ebay.com/ebaymotors/New-G...A1%7C72%3A1171
http://cgi.ebay.com/ebaymotors/New-G...A1%7C72%3A1171
Thread Starter
Race Director
Joined: May 2005
Posts: 10,674
Likes: 122
From: Millington Illinois
St. Jude Donor '08-'09
540 is off the dyno. The Elle88 is getting hooked up. Break in will be done with a known good carb, outer springs and 1.4 rockers. Then the carb will be changed out for Aldo's rebuilt 800, inner springs installed and the comp rockers installed and dyno tuning. Hope to get it all done tomorrow.
Race Director
Joined: Apr 2000
Posts: 17,676
Likes: 201
From: Who says "Nothing is impossible" ? I've been doing nothing for years.
What grade are you going to use in it when it's broken in. I use 20W50 ( Brad Penn) in my 427ci. I keep asking my buddy ( machine shop owner ) about the 10W40 and he always tells me to forget about it and use the 20W50