KRE MR-1 Block and High-Port Heads Build - Big-Inch Bracket Bruiser - Pontiac Tech

Dyno Testing
Throwing a motor on a dyno and just reading off the numbers is like ordering a gourmet feast and quitting after the first course. You're just not reaping all the benefits or satisfaction. Dyno development is serious engine work and it's most often the place where the real secrets of a motor's potential are revealed.

The Kauffman brothers will tell you that it's the dyno and resulting tuning that separates the true engine builders and designers from those who merely assemble a collection of parts, then estimate the horsepower. Dynos effectively provide nearly instant results for each tuning change or parts swap. And we know you've heard it before, but true dyno work lets you compare apples to apples

In the case of the KRE/TIP 505, they had specific goals, yet an open-minded attitude toward experimentation with tuning. As usual, the first two passes on KRE's Superflow 901 Dyno were to establish a baseline.

Round 1
The 505ci engine was fitted with 330-cfm KRE High-Port Heads, a solid roller cam with 272/276-degree duration at 0.050 and 0.704/0.704 lift. It was installed 3 degrees advanced. The centerline and LSA specs were withheld by the builder. Valve lash was set to 0.028/0.028, timing was 32 degrees, No. 88/88 jets were used in a Holley 1050 Dominator, and 112-octane blue race fuel was run.

Round 2
The KRE team saw that while they may not have actually hit the wall on this combo, they wanted to try other options, so they swapped heads to ported 380-cfm KRE High-Ports. The intake ports were matched to the larger port openings on these heads and the cam was swapped to one with 280/284-degree duration with the same 0.704/0.704 lift. Jets in the bigger 1,250-cfm Dominator were No. 100/100, valve lash was 0.025/0.025, and timing was set to 30 degrees to begin the second round of pulls. Once again 112-octane blue race fuel was used.

"How much power can I expect to see with alcohol?" is a common question by KRE customers. To find out, the boys decided to try some alcohol on the 505 for the 10th pull. They swapped out the Holley carb for a 4.00-inch Ron's Flying Toilet injection system and the results were an increase of 5 hp at a slightly lower 6,700 rpm and torque improved by 17 lb-ft. KRE made more pulls on alky, but this was the best one.

The average power on gas from 5,100 to 7,000 rpm was 783 hp/693 tq.

Benefits from running alcohol include consistency and lower temperature. KRE normally sees more increases in peak torque than peak horsepower with alcohol, and improvements in overall average power as well, as evidenced here. Since average power is more important than peak power, alcohol, in these tests, has proven its worth.

A 2957 Victor intake was installed...        read full caption A 2957 Victor intake was installed with TIP Teflon carb gaskets for use with a 1050 Holley Dominator carb and an HVH 2-inch tapered spacer. On the dyno, it didn't take long to see this baby would need more fuel and air.	Note the 56cc fast-burn, heart-shaped...        read full caption Note the 56cc fast-burn, heart-shaped design. Jeff Kauffman says these have proven to be very efficient chambers. CNC chambers are now available with 64 or 80cc volume for pump gas and blower applications. photo by rocky rotella	Ron's Flying Toilet injection...        read full caption Ron's Flying Toilet injection was also used during dyno testing to see what kind of power numbers could be produced on alcohol.
On the front of the engine,...        read full caption On the front of the engine, a complete TIP Evac system featuring a new TIP Crank Mandrel Drive was installed, along with a Moroso three-vane vacuum pump and custom TIP pump bracket. A set of billet, TIP logo valve covers then went on with new steel core valve-cover gaskets from the same company. You can also see the slick aluminum KRE timing cover and Meziere electric water pump.	Mike Williams and Kevin Swaney...        read full caption Mike Williams and Kevin Swaney adjust the valves between dyno pulls. The standard 2-inch dyno "house" headers were used, but later changed to 2.125-inch headers for better results. Out in the real world, Mike uses 2-inch headers on his '66 GTO.	Ere is the first pull of the...        read full caption Ere is the first pull of the day, compared to the best pull of the day. There's over a 120hp difference between them. Read on to find out why.
A Few More Hot New Parts ...        read full caption A Few More Hot New Parts KRE and TIP showcased a few more parts in this buildup. The TIP Teflon gaskets used in many areas-including the KRE billet oil filter relocation kit and billet fuel pump block-off plate-show great promise as they can be reused more often than the usual gasket material. The Teflon makes for a tight fit and easy cleanup as no sealer is required, either. Though a few fresh parts were already covered in the story, here are some more.Here's KRE's trick billet oil filter bypass kit.	KRE's billet distributor hold-down...        read full caption KRE's billet distributor hold-down is made from 6061-T6 aluminum.	TIP's new Viton rear main...        read full caption TIP's new Viton rear main seal has "the best oil control you get in a seal, because unlike a rope seal, this material has memory properties to better maintain its shape," says Kevin Swaney. They come in 3.00- or 3.25-inch main sizes and will work with stock or aftermarket cranks or blocks.