The reason are many but one big one is bore size. There is alot to that for sure. Another big one is development of that platform. It was originally developed for Texas Pro Stock 468" powerglide stuff that was BRUTALLY fast. Guys were willing to spend the money to make those the best they could be.

Would that weight drop include a Predator head? Usually the non inline. non conventional stuff gets no weight breaks. Just curious. The SR20 and Dart 20 are "conventional" BBC valve layout. They get a small hit in NMCA for the non conventional valve angle. Our rules allow +- 2 degrees.

Don that clunker actually went a best of .57. I just never really got to run it much back there, well you know the struggles for sure The car actually won a TS race in Illinois last year with its new owner.

BTW building a new one right now. Its smaller and will be aimed at bracket and .90 racing. Should make ok power for a bracket piece.

Al: CLUNKER lol. If the racepak would of been collecting data , we was in for a very memorable night. Birdtracker

So what CID Predator are you going to build? Do you have a 460 port with the 4.500" or 4.560" chamber?
Hemi block or wedge?
This could be very cool to watch the build.

Yes, I don't plan to spend the money to run them to their potential just yet. So there is room to grow, and from what I see they have about 150HP more potential them a similarly prepped B1 build. Although your comparison is good in theory and valid to make your point, your Hemi will not make 410HP with 200cfm unless you make some more aggressive changes to the engine, which is my point/reasoning.

Hey Jim, yes 460 port WEDGE. They were on a 4.500" bore. I'm planning around a 4.250 crank. This season I have plenty of irons on the fire already. The 440-1/900HP combo will go in the car and I want to see that Dizusters '62 runs well. Any progress I make on the Pred build I'll share here but, I doubt I'll be blazing a trail to model after. What could be is some type of Chinese firedrill sideshow which might be entertaining. Dartin has pledged to continue to help me and Gdemon has and will be helpful as well.

Al the Predator is NOT legal at all in Ultra or extreme

Yeah that ole port layout is an issue for many sanctioning bodies. in NA we have weight tiers to fit anything that is not billet. If we were allowed billet heads the Vette would have a P5 engine in it.

Are you using the wedge or the Hemi bolt pattern heads? Pros & Cons?

Thanks,
Tom

All good info as I almost went Predator for my car, but decided to stick with the ole tried and true HEMI....

I would find the minimum CSA and work backwards from there using PIPEMAX to find cubic inch. Probably have to turn it 9k plus in the lights but most of the All Motor engines are junior Pro Stocks anyway. How is minimum weight calculated in the class?

My current one is a Hemi pattern head. The last one was a Wedge. Supposedly the Hemi stuff flows a tad better but I have not found that to be the anymore than a nominal difference. We care more about port shape, cross section and runner CC than a flow number. At least with where the heads were ported the numbers are pretty much he same. I would think block availability is ALWAYS a consideration. Last one was a Wedge head because that was the block that was available. This one is on a KB hemi block, likely the last one from the original KB.

I guess when I asked this my main thoughts were with the head gasket clamping. I assumed the Hemi layout would offer some benefits?

Tom

It likely does but I have had zero issues with the Wedge stuff and head gaskets. My last deal was right at 16-1 and ths current one will be a tick over the last one. I am 99.9% sue most the blown Predator stuff is Hemi pattern for that reason. But I am an NA guy and to this point has not been an issue for me.

Did I read correctly that the Hemi pattern heads do not have access plugs that are required with the wedge heads? Thoughts if this design offers any performance advantage or just less hassle to deal with?

Thanks,
Tom

I suppose I should ask about the quality or lack of in every product Indy makes with the Predator heads. What issues have you guys ran into with them?

Tom

May have a set of 1.9 cam FX rockers available soon ,if your interested pm me there tool steel…. Have run more than a few combos , current one is based off a KB, it’s 612” made a tic over 1300 HP…. It’s been a great fast bracket combo, good luck with your build….
Tony

Boat pic

10Exactly. 2)Exactly. 3)Well, there are the rules and like anywhere else I'd guess there is a matter on how they are interpreted. My INDY S/R 485" with 2 4bbl would be about 2830lbs. Weight breaks for Mopar=-125lbs Teir2 Body=-50 Then a penalty for 2 carbs 10% of CID again about 2830lbs total with driver of course. (EDIT: 480CID is 2940 base weight)

Thanks Tony, your stuff is always top-shelf. The Predator project is idle now at least until I finish rebuilding the 485" S/R (nearly done) WHILE THE KB Block -1 Head motor is going together I will see what shared parts may be integrated into that upgrade. (Low-deck KB block, lifters, oil system, cam drive and ignition???) The block has .937 lifter bores but, spreading them and going to a keyway might be a good idea for 9000+. I do have a RELIABLE valvetrain package based around a 1.8 rocker and current lifter placement BUT, want to make worthwhile power too. Also, it's looking like a custom single 4bbl intake would be the best way to go on this.