Yes, RPM and Victor. I didn’t touch either one of them.
And you’re right, you can tell some people the same thing over and over again and they still just don’t get it. They’re either stupid, stubborn, or I don’t know what.

 

I know this was asked before…I don’t think it’s been answered.

what’s the minimum cross section on these heads?

 

Interesting, I thought you might have opened the intakes up to match the bigger head port. Basically the Performer, OLB4, Offy junk and Street Dominator would all need welding to work with these heads. The RPM will work for most of us except shaker 403 Trans Am guys.

 

Of course, but your not taking into account the smoothing of the data via the filter, the numbers mean absolutely nothing with out knowing the setup of the dyno, this is exactly why I always ask to see the setup page. Of course track testing would show the true HP, but you will never see that. It would be pretty easy to supply the setup page with these tests, certainly I would if asked for them........

Dale when I test on "dynamite" next week I will post the setup page so you can study it, I will show you whats going on here, obviously here the TQ peak is not happening @ 5000 RPM in reality.

 

I find this very interesting coming from you. The reason is, not long ago you didn’t even know that ALL hp and tq figures cross at 5252. Remember that? Now that’s funny right there. And now you’re a Dyno expert? Really?
Here’s what I do know. I gave all Dyno info to the cyl head ENGINEERS at Edelbrock. Not one, I repeat, not one, questioned any of it. You seem to be the only one that questions any of my stuff. Hmmmm…..

 

Virtually the same as the previous generation Olds head. For the umpteenth time, this is essentially the earlier head with a smaller, redesigned chamber, and a few other enhancements. But the original 198cc runner(it was advertised at 188, it was never 188) is virtually identical to the Gen II head.
However now the big block head has a 218cc runner. They moved the inner wall back to gain the volume.

 

Does that dyno have the auto load brake controller or the manual one?

 

Auto load. The valve is back by the pump, not in the console like it was originally.
It has a servo for both the load valve and the throttle so it can simulate “track” conditions.
For the record, I’ve had this engine off and on the dyno now three times. Once for initial run in, once for a bad main ECU harness, and this last time just to make sure it’ll fire and run right out of the box as it’s supposed to. Every time the corrected hp was within 3. It averaged 512. Do the math, that’s less than a 1% variance.

 

That’s not what you said in January 2021. You actually said both of these new heads have improved/revised intake ports. That’s why I asked and why others have asked .

you need to get your stories straight. So don’t pull the “umpteenth time” thing on me like I’m an idiot. Here, this is your words

 

Let the bickering and nit picking begin. Mark, you said it. You will never make eveyone happly! Some people, just have lost thier way.

THANK YOU! FOR HELPING BINGING BETTER HEADS FOR OLDSMOBILE ENTHUSIAST. With other products also!

Some guys just like to bitch! For a minute I though it was my ex-girlfreind, on here complaining. Drop her like a hot potato. No matter what special talent she has. Did I just call someone a bitch?

John

 

I’m not looking for Mark to make me happy. If that’s what you need, you have issues.

what I’m looking for is the info on the improved/revised intake ports. He said it back then… but now says they are virtually identical to the previous heads.

I wouldn’t have asked for any info if I knew there was no difference.

Ill bet you won’t get a set…right?

 

Talk about paranoid. I was not talking about you.

Was for BBO ones on a DX block. But got lucky with a pair of Battens.

 

Ah, Oldsmobile cylinder head threads, nothing like them😱.

 

x2

 

Let's clear this up !
" Virtually the same as the previous generation Olds head"
So... Does this mean everyone has been hoping... Anticipating.... And waiting for " virtually the same as the previous generation Olds head"
BUMMER !

 

Dale, Port entry is the same, aka cross section at the pinch point. There were some minor modifications beyond that.
The exhaust port got more improvement than the intake. Flow changed as much from chamber redesign as anything else, and it wasn’t by much.
The main changes were, in no particular order, chamber, ports, added material up top, cast in drain backs, relocated spark plug and scalloped end.


RPM Dyno sheet. “Modded” intake is center divider cut 1 1/2”, and splitting the difference in port size at the flange. Not a full match of port openings. For a street application this is the way to go imo.
Hope this helps to clarify things.

 

Hi Rick! The big block head is the golden ticket! Bigger valves. Better ports. Respectfully John

 

Hey John,
How have you been!
Your heads are the golden ticket !

 

Why not post the setup page? The TQ peak RPM seems strange on the first test you posted? Your HP and TQ could be correct, I'd just like to see how you arrive at those numbers with the supporting evidence via the setup page, nothing new here with me. BTW-how do you feel about the front half of your engine being supported by a round pad under the front bottom of your oil pan?

 

I’m fine with it cuz the rear plate is 1/2” thick and bolted to the cart with a half dozen 1/2” bolts.
And just for everyone, the SF 901/902 brake is virtually the same one GM used in the 80’s. L&S is a much newer billet design that doesn’t heat the water nearly as much as the SF ones do. Way more consistent. Plus there’s no servo that you have to constantly adjust to adapt to different engine applications.
Take a cruise around the internet, there are more than a few top name shops and engine builders using this very same Dyno, with no issues, ie Island Racing Engines in the NE. He does 3000hp blown alcohol stuff with the 19” version of mine, loves it. The guy I bought this from got a SF Powermark. Ran the same engine on both(425ci SB2). L&S showed 807hp, Powermark showed 817 after a rocker ratio change.

 

Recently I ran a 496 on a Powermark 669 HP, then ran the same engine on "dynamite" and got 684 HP, and that was my introduction to the. pad under the front of my oil pan, which didn't cause a problem, but seems strange. Anyway I will be testing on "dynamite" Monday and have the correction problem figured out and I will take a long look at the computer software while testing, I will post the setup page.

 

Awesome! Thanks for the data.

 

Who cares. You’ll have the software issue “figured out”?. This from a guy who never noticed the relationship between hp and tq after countless Dyno pulls. Wow!
And what happened to the 30hp discrepancy mentioned earlier, now it’s 15? So what is it really?
The only thing I would ask is please don’t post it here. Post it in Non Olds where it belongs. I’ll bet not too many care what you post anyway.

 

Are we talking about CC's (cubic centimeters) or MM's (Millimeters) ?

 

CC=volume.

 

I tested the same 496 back to back on the Powermark first, 669 HP 675 TQ, then on "dynamite" 684 683 TQ. The "dynamite" you enter the corrected barometer, then "dynamites" computer takes the corrected barometer and turns it into the uncorrected barometer, heres the problem: "dynamite" would show the uncorrected barometer @ 27.95 when it was really 28.80 hence the discrepancy in HP between the two dyno's. Of course you can manually enter the correct baro which is what we did, then the power became closer, but theres other adjustments on that page you refuse to show and those adjustments are what I will be honing in on.

 

What's that code for?

 

Here are the facts. You can change the set up page on the superflow the same way you can on anything else. You know it and I know it. In fact I asked that very question of Bill Trovato on his Facebook page awhile back. He had two comparison Dyno pulls that were vastly different and didn’t make any sense to me. He admitted that he entered the wrong info on the set up page, but he never showed me or anyone else what he did. He has a super flow Dyno like yours,
So, seeing as how you continue to hold me to a different standard for some stupid reason, I’ll make you a deal. If you can get Bill Trovato, Dick Miller, and any of the other Oldsmobile guys to start printing their set up pages whenever they post a Dyno sheet to make the playing field even, then I’ll give you mine as well, I promise. How about that? Otherwise you can take a long walk on a short pier, please.

 

Gen II
2.42 port ht. taken right at the gasket surface
1.175-1.200 as cast Outer port, Pinch
1.215-1.275 Pinch, inner

Gen III’s
2.440 port ht.
1.145-1.190 pinch outer
1.190-1.255 pinch inner, again as cast on both.

Hope this helps.