RAMM wanted to know about this 451..............

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My point is that hardly anyone could get the same results that you guys did with those heads. Might only be a dozen shops in the country who could port those heads and get those results. I couldn't do it and 99% of the guys who post on here couldn't do it. I'm sure your heads were legal and you were competing on a level playing field with the other big boys so I don't have any issue there. I'm just saying that some guy who works on his car in the driveway and owns a few hand tools shouldn't expect to make 700 hp with the RPM heads he buys from Summit. He might make 550 hp with a pump gas 451 but he ain't going to sniff 700.
 
I was running a 440 in my 70 Charger putting out a little over 500 hp. It was built by a friend (lives down the road from IQ now coincidently) using home ported 906s, stock 440 block and rotating assembly, solid roller a 6 pack and headers.
It was all in the tune , port work and choice of cam specs.. Kevin was a small town mechanic that had a really good head for motors.
He drove that motor daily while in his 70 6 pack Challenger and I drove it daily while in my Charger.
My point is that there it doesnt take an R&D dept to attain high horse power.... It takes understanding of the whole package and the ability to visualize the process.

Sadley I dont have either..... Just enough to get myself in trouble... Lol
 
Okay, Andy and I are on the same page.

So on to another thing we learned getting ready for 2009.

A rule for 2009 was the water pump had to be driven off the crankshaft. I had several people tell me to remember to run a loose belt between the crankshaft and water pump pulleys, so the belt would slip and take less horsepower to run the water pump.

I watched that belt slap around on the dyno at rpm and there was no slowing of the water pump that I could see. Just this stupid belt doing a belly dance. So we put on a tight belt. BINGO, instant horsepower. Put the loose belt back on. You got it, we lost horsepower. Tight belt, horsepower back again. Not a lot, 2-3 horsepower, but you could measure it each time.

Everyone at the contest was running a loose belt. So somebody in the contest wasn't just telling us a tale to slow just us down. My next post will tell a story about belts and pulleys during the contest in 2009.
 
AndyF said:
But to be fair, by the time you were done with those heads they just said Edelbrock on the ends. They were basically a Max Wedge port size correct which is why you used the Indy intake? So there was a lot of work done to those heads. Around that same time frame Dulcich showed up with a set of prototype Chapman Stage VI heads and blew everyone away. Those were a high port head and they really cooked but of course they didn't last long on the market since the cost was so high and Chapman went under during the big recession. If there was a standard port rule engine contest today I think the Trick Flow 240 head castings could be reworked into a high port version with some grinding and filling. I think they would work as well as the old Chapman heads but it would take some porting skills to make it happen. Not my cup of tea but I bet someone does it at some point.
Click to expand...

Dulcich had those Stage 6 Chapmans way back in 2002 or so. The reason the TF's would never perform as well as THOSE Chapmans is valve location. Until TF or somebody fixes the valves opening into the cylinder wall then new castings are kind of the answer to a question nobody asked. A set of RPM's ported can match the TF 240's in terms of power--I've done it. J.Rob
 
RAMM said:
Dulcich had those Stage 6 Chapmans way back in 2002 or so. The reason the TF's would never perform as well as THOSE Chapmans is valve location. Until TF or somebody fixes the valves opening into the cylinder wall then new castings are kind of the answer to a question nobody asked. A set of RPM's ported can match the TF 240's in terms of power--I've done it. J.Rob
Click to expand...
@RAMM
Hey, your inbox is full and I have TF240/Victor information.
 
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