Airwolf Results!!!

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Airwolf Results!!!

Postby banjo » Sat Mar 13, 2010 11:06 pm

Hello All,

I have some results regarding the AIRWOLF cylinder heads. I have been very impressed with the results and workmanship of these cylinders heads. The only changes made in the dyno testing was the cylinder heads. The cylinder heads combustion chamber was a tad smaller then my current heads. So this netted an increase of approximately .25 in compression.
This is the engine combo

Dart block
4.155 bore
3.75 stroke
JE 13 CC dome pistons
Super vic intake modified by speier racing heads
Race demon Carb
Jones cam 262/266 at .050 680/640 lift on a 110

AFR heads were previously reworked by speier racing heads. This work netted a gain of .2 in the 1/8 mile with no other changes.

Also the headers used on the dyno were a set of sprint car headers. They were two inch primaries with 3.5 collectors. The primary tubes were in the 35-40 inch range. Unfortunitly I was unable to use my headers for these test because they would not clear the dyno stand. Per Pipemax, the headers used were not the optimal heads and I feel that some power was not realized on the dyno. The headers I have in the car are right what pipe max calls for.

I made a couple passes last saturday. Car ran 6.70 at 102.5 in 2500 corrected altitude. I then pulled the motor and conducted the following:

First the engine was dyno in its current configuration. We tried different timing settings and it showed to like 35 degrees. We did not change anything on the carb as egts and o2 showed that it was on.

Then the head swap was conducted. I had to get shorter pushrods to correct the rocker arm geometry

We made the first few pulls and the engine was down on power. My dyno operator felt is was the powervalves and wanted to square up/richen the jetting and remove the powervalves. We did this with no improvement. Well it turned out that we hadn't properly adjusted the throttle linkage and we were not getting WOT. Once we corrected that, the Airwolf heads started to shine.

Immediately we noticed that the peak power had move from 6700 to 7000. Furthermore, engine was now making 40 more uncorrect hp at 7000. We tried different timing, and jetting. Ended up with the best results at 80 squared, with 33 degrees of timing before I ran out of fuel to continue testing. I still think it is on the rich side, and will want the original jetting that I had in there.

Below are the dyno results.

Image

Image


I took the car out friday night, Car went 6.50@104.7 with a 1.44 sixty off the footbrake leaving at 2600 rpms. Air was at 2600 corrected altitude. This was the best et to date at the track at about 1600 higher CA. Best et to date was in San Antonio with mineshaft air of -300 feet. It ran a 6.42@106.

I also feel there is more in it, I forgot to bring the cable to reprogram my ignition box to change the shift point. There for these new best ets are shifting at 7000. Shifting at 7400-7500 would further take advantage of the heads. I believe there is probably another .05 in it. I will find out next weekend. I could really feel it start pulling about 6500.

I calculate the heads were go for a solid 40-50 hp over the worked AFR heads.

As Chad and I discussed before, my previous limitation was the on power was the cylinder head.

I am working on getting the electronic data for the dyno stuff.

Please let me know what you think or if you have any questions.

As I stated before, the workmanship on these heads is awesome, and the customer service is second to none. As I expected no less from chad, these heads have surpassed my expectation of them.





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Last edited by banjo on Tue Nov 27, 2012 6:39 am, edited 1 time in total.
Bill Simpkins
Empty Pockets Racing
74 Chevy Nova
smallblock 406 with the original Airwolf heads.
1/8 6.15@110mph (11/11)
1/4 9.87@131 (02/13) On the rev limiter.
Fourtenposi@yahoo.com
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Postby mikeyfrombc » Sat Mar 13, 2010 11:39 pm

what,s the car weigh ?? it seems to be making some serious hp and torque but the et seems low for the power you are making , the 436 in my buddy,s 3200lb blazer runs well into the 9,s and it only made 675hp on the dyno .

could you share more info on the combo like more info on the old heads where and what the new heads are
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Postby trmnatr » Sun Mar 14, 2010 1:01 am

In my opinion, you can still pick up alot

Even 400 small blocks I have ran faster with 104 to 106 lobe seperations with 23 degree heads

I would change the cam, I may lend you a cam to try if you promise I will get it back

What trans & Converter?
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Postby trmnatr » Sun Mar 14, 2010 1:13 am

To give you an example, I have done a few engines for 1974 Nova's

They usually weigh ~3000-ish

Our 400 small block has been 6.40's with wheel hop (wrong coil springs, now have the correct Santhuff springs)

It is just a stock block, crank and heads with a flat tappet cam

In my opinion your camshaft is holding you back .3 to .5, just my opinion
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Postby banjo » Sun Mar 14, 2010 4:12 am

Hello All,

The Car weighs 3170 with me in it. This is per the scale in San Antonio. I run a powerglide with a BTE 8 inch converter. It flashes to 5500 on launch.Car is a 1974 Chevy nova. It has 4.56 gears and 9x30 inch slicks.

The old head started out as a AFR 210 heads. The pushrod pinch was opened up to 2.3 and they flowed in the 310 range at max lift. Here is a link to the last head swap. http://www.1320techtalk.com/viewtopic.p ... ight=banjo

The new heads are Airwolf heads that were done by the host of this website.

Please note the correction factor used. It is approximately 10-11%. Uncorrected, the motor showed 630 hp which is about right for the et and mph. The local tracks I run at are at 2000 feet and above. The weather factors that the engine was dyno in is about the best it gets around here.

I understand that a camshaft could easily pick it up. At this point I am not interested in changing the camshaft. I thank you for the offer. But I think the swap shows the potential of these heads with a mild camshaft. I do alot of bracket racing and make 350-400 runs a year. So having a cam that is easy on parts is a plus. A cam change with probably be done a little later down the road. I definitely expect more et to be tuned out of the current combo.

Thanks all for your inputs.
Bill Simpkins
Empty Pockets Racing
74 Chevy Nova
smallblock 406 with the original Airwolf heads.
1/8 6.15@110mph (11/11)
1/4 9.87@131 (02/13) On the rev limiter.
Fourtenposi@yahoo.com
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Postby buddy c » Sun Mar 14, 2010 5:40 am

good work Bill, but i think the cam is not right for these new heads,you should give this guy a call at comp cams, Tim Cole .
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Postby Scott Smith » Sun Mar 14, 2010 8:12 am

The one thing that jumped out at me was the 13cc domes. I would never do that on a big inch SBC.
I would roll the heads and knock the domes off first thing.

The result is multi-faceted. Less timing, more complete burn, lighter rotating assembly, more power.
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Postby Dr J's Performance » Sun Mar 14, 2010 9:08 am

bill thanks for putting forth all the effort, and posting your results. Next time out you'll need to turn up the RPM's to see what she'll do :shock:
Bryce Mulvey
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Postby Hammons Motorsports » Sun Mar 14, 2010 9:45 am

Good Job Bill!!

I would also look at something in 108* LSA, in around 106* to 108*. Your car is pretty heavy, so it will help that out.

Another think to look at is the converter....

You are pretty tight, and now have some room to move the stall speed up.

I would not be afraid of 6000 to 6300 looking at your torque curve.

Remember 'power pulses'.

Also, what is the roll out on the tire???

A 4.86 to 5.14 gear may really wake things up.

You have a much better 23* head than we had on the Vega, and we were able to run mid 5.60's in the heat at 2600 lbs.

You Have a Lot of Potential there!!!!

Good Luck!
Bill and Cindi Hammons
Hammons Motorsports

95 Spizter, 421" SB2.2, 1.041 60', 4.76 @ 142.85
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Postby banjo » Sun Mar 14, 2010 10:49 am

Thanks all,

No problem Bryce,I tried to keep it an honest A-B dyno and track test. I figure I would try about 74-7500 to take advantage of that new found power.

Scott, I know you hate the domes, my next engine will be along those lines.

Bryce,Chad, how small could you get those combustion chambers?

I was thinking that on the converter too,especially with the new power band. I want to get the engine tuned up before I consider changing out the converter.

The tire rollout is 94 inches. I think 4.86 will be putting my rpm a little higher then I want when I run the quarter mile. I will find out where it is at next friday.

I figure the head swapp was good for a solid 40-50 hp based on the et gains.
Bill Simpkins
Empty Pockets Racing
74 Chevy Nova
smallblock 406 with the original Airwolf heads.
1/8 6.15@110mph (11/11)
1/4 9.87@131 (02/13) On the rev limiter.
Fourtenposi@yahoo.com
banjo
 
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Joined: Thu Nov 15, 2007 7:29 am

Postby Scott Smith » Sun Mar 14, 2010 11:10 am

Bryce,Chad, how small could you get those combustion chambers?


A stock 64cc chamber rolled .120 and flat .040 will get you in the mid to upper 50s.
After a few flat mill touch ups ours were 53.

3.75 arm, 4.155 bore, 0cc piston (about a .090 dome depending on valve pockets) 0 deck, 9.1 cc head gasket (Felpro 1004) and a 53cc head is 14.4
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Postby Scott Smith » Sun Mar 14, 2010 11:15 am

Angle Mill = .008 per CC
Flat mill = .006 per CC.


My math above may be off. Im not sure that was a 64cc chamber.
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Postby jmarkaudio » Sun Mar 14, 2010 11:23 am

Bill, as far as the cam if I remember it was on a fairly wide LSA. If you have clearance, try advancing the cam more. I know it's a pain to do without a belt drive but worth the effort. If you do change it, spring for a two piece cover to be able to make changes easier, Comp or BLP has nice covers. And if you do change cams, the Lunati 50140 works very well for a lot of guys running 406's.
Mark Whitener
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Postby banjo » Sun Mar 14, 2010 12:00 pm

Regarding the Camshaft, wouldn't it be better to run a wider LSA in a small tire footbrake car? My understanding of this is a wider LSA broadens the powerband and makes the motor less peaky. A narrower LSA makes the motor more peaky and more torque and a narrower power band. I may pickup some ET, but i would think it may be at the expense of consistancy. I would also think the broader powerband would work better with the glide.

The camshaft is a custom grind, I told them the engine specs and car specs and he was spot on where the cam would make power. I even went back to him for a cam for the new heads will goals of 650 hp at 7000. He told me that provided the heads flowed what they showed, I wouldn't need a bigger cam to hit the goals. He was spot on on both occasions.

I am open for discussion and opinions. Later down the road, I would be willing to try a camshaft change with the narrower LSA.
Bill Simpkins
Empty Pockets Racing
74 Chevy Nova
smallblock 406 with the original Airwolf heads.
1/8 6.15@110mph (11/11)
1/4 9.87@131 (02/13) On the rev limiter.
Fourtenposi@yahoo.com
banjo
 
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Postby Daves406 » Sun Mar 14, 2010 12:17 pm

jmarkaudio wrote: And if you do change cams, the Lunati 50140 works very well for a lot of guys running 406's.


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