Don Terrill’s Speed-Talk

Do people use heavy cranks and flywheels in these classes? Also, why the Chevy and not a bbf? I don't know what most people do but considering that these engines are pulling pretty much steady state and not shifting gears then the idea of a light weight crank seems less beneficial especially if the...

I have built a couple, for the lower 4x4 truck classes, pump gas, cast iron heads and some required iron stock intake manifold, As mentioned the Tommy Boy thread has lots of good info. My experience is that the pullers many of them think the engine is the whole determining factor in winning. But th...

Frankshaft wrote: ↑Sat Nov 04, 2017 9:58 am I won't get into specifics either, but I will say this. This ISN'T a semi, don't think about low rpm tq. Think gear and wheel speed. Here we go again.

Yeah I'm not thinking about it like it's a semi.

RevTheory wrote: ↑Sat Nov 04, 2017 7:15 am What about oil drainback from the heads?

That's a good point. The length of time those things spend at full song allows for a lot of oil to be pumped up top.

like if you had the 600 hp @6200 engine vs. a 580 hp engine, how much RPM would you need to turn to take advantage of all that gear multiplication and outrun the 600 hp engine? WOuldn't this be easy? Shift the same engine at the torque peak (instead of above HP peak rpm), which usually is like 1500...

I think a better question would be: How much HP would you be willing to trade for a higher RPM power band? Or, how much more RPM would you need to turn to make up for being down on HP, like if you had the 600 hp @6200 engine vs. a 580 hp engine, how much RPM would you need to turn to take advantage ...

For anyone that has built engines for this application in the past, how does your approach vary from say a drag race application in the types of components or the approach to setting clearances and tailoring the power curve of the engine? I'm looking specifically at NA big block stuff in the 500-54...

For anyone that has built engines for this application in the past, how does your approach vary from say a drag race application in the types of components or the approach to setting clearances and tailoring the power curve of the engine? I'm looking specifically at NA big block stuff in the 500-540...

So you've never calibrated a dyno yourself then? Yes. 901’s. Though that’s entirely beside the point. It's not beside the point because the load cell reads torque directly. It can't work out the power without first of all reading the torque and then inputting the RPM. So saying that a dyno directly...

Just go read some of the posts in that 600hp vs. 600hp rpm thread. There’s plenty of it in there. I never found what I was looking for in the thread, but I have looked at your past posts seems legitimate to me. Anyway we have the same type of dyno, do you mind me asking where you live? I’m in North...

Just go read some of the posts in that 600hp vs. 600hp rpm thread. There’s plenty of it in there.

joe 90 wrote: ↑Thu Nov 02, 2017 9:06 pm So you've never calibrated a dyno yourself then?

Yes. 901’s. Though that’s entirely beside the point.

http://www.madsci.org/posts/archives/2005-05/1115165795.Eg.r.html Do you have any background in NA drag racing, if you do please state your combinations and performance, I want to know where your coming from. Yes I do. I'm trying to post sensible information rather than the nonsense that some peopl...

stealth wrote: ↑Thu Nov 02, 2017 8:36 pm 746 Watts is always going to be faster at a higher rpm!

Muh gear mulplictication!!!!