Brett Powells dyno sheet

I thought Brett posted his dyno sheet on here but I cant find it. If someone finds it or has it I would like to see it again.

It was an old one and I know he said he is making more power now.

I think I saw one of his dyno sheets Blake but it might have been on the old site... I think he was making 850ish hp between 8000 and 9000 rpm... iirc.... Bad mother$ucker for sure... Heard a rumor of how much more he has progressed with the combo since but never confirmed it..  Sorry not much help like usual lol.

I thought it was at about 900.............   I'm getting old! ! ! ! C-R-S

I think he might be north of that now.... I would love to see him run on one of our power hungry tracks up in Wisconsin.... Just to see how far behind we are lol

Them pullers turn the $hnot out of a motor!   

I thought you couldnt spin one very high............

Yes we do... The last 472 I did has titanium valves in iron cj heads and usually runs between 8500-9000 rpm

I believe Bret turns his even faster than we turn ours lol we still got a cast crank in this one   

richter69 wrote:I thought you couldnt spin one very high............

9651rpm

Here is a really good video of Bret's truck from the 2013 season that I saw on youtube. I found the dyno sheet post on the other site but the dyno sheet was no longer view able. The post was in 2007.

https://www.youtube.com/watch?v=5WWEM3D81VY&feature=youtu.be

that sure sounded good, turning some r's

bluef100fe wrote:Yes we do... The last 472 I did has titanium valves in iron cj heads and usually runs between 8500-9000 rpm

I know of an NHRA Super Stocker belonging to a member of this forum with CJ iron heads on a 440 with STAINLESS 11/32" stem valves which went higher than that.

Just another point of what it takes to run NHRA Super Stock.

I was advised against running stainless 11/32 valves above 7500 rpm in a truck pulling application with a large solid roller. Not sure what the super stock guys are doing to control the valve train at the velocities they must be seeing? Maybe they can get away with stainless valves and huge spring pressures since they aren't spending a sustained 15-20 seconds at 8500 plus rpm... I'm happy with the combo we have but the heads/valves/valvetrain wasn't cheap lol.

I hadn't seen that video thanks for posting it... Nice smooth runs

bluef100fe wrote:I was advised against running stainless 11/32 valves above 7500 rpm in a truck pulling application with a large solid roller. Not sure what the super stock guys are doing to control the valve train at the velocities they must be seeing? Maybe they can get away with stainless valves and huge spring pressures since they aren't spending a sustained 15-20 seconds at 8500 plus rpm... I'm happy with the combo we have but the heads/valves/valvetrain wasn't cheap lol.

It is not that they want to GET AWAY WITH stainless valves but, rules say they "have to" use them and in production stem diameter. They certainly WOULD use titanium if they were allowed,   
YES ... they need to "soften" the camshaft slightly, (however, they don't really care about any torque below 6,000 RPM), and do use a bunch of valve spring pressure, (they don't last very long pressure-wise and need changing often).

Great lengths ARE employed to improve valve train stability; some simple and some REALLY expensive. The SPINTRON has become a real boon to them.

Thanks for the explaination Randy... You have confirmed a few theories I've had about super stock builds... It's fueled by rules that make them high maintenance programs if you want to be competitive and therefore very expensive to the blue collar hobbyist like myself. This is why I'm only a part time bracket racer/truck puller/engine builder... Anyway it's cool to hear about some of the voodoo that makes class racing what it is... Thanks again for shedding a little light on this stuff. Blake sorry for the thread hijacking.