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Topics - Barry_R

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Non-FE Engine Tech - covering the rest of the universe / O/T - my father
« on: January 01, 2018, 09:08:02 AM »
I rarely post personal stuff on here, but at least a few folks know that my father had been in declining health.  He passed away a couple days ago at 87 years old.  He lived the classic American Dream.  Entered the service after high school, college in 1952 afterwords, married in 1956, three kids and a little house in the suburbs followed.  He was very involved in the Masons over the years.  Got remarried late in life after my mother was gone.  He neither had nor pursued fame or fortune, but did collect a lot of respect and a great many friends.  An honest, quiet, and genuinely good man.


Barry_R  (Login Barry_R)

I have not been spending much time on the various forums for a little while - other "life" issues have taken priority...but I am back in Engine Masters again and figured I should write something up. I still have minimal time so if you read this on the other forum you can skip this 'cuz its a cut & paste deal.

 I run on Thursday.

 I was an "alternate" this year and did not get the go ahead until a few weeks ago after somebody else had the misfortune to need to abandon their efforts. I went through the parts we had on hand in the shop and built a pretty straightforward combination that met the rules. Certainly not exotic - or a threat to any of the leaders - but should be cool in any case, and the only FE I am aware of in the contest. First time I have ever entered a 390 based engine.

 I am using a basic .040 over 390 with a 4.25 stroke and flat top pistons - same short block as we sell all the time. The rotating assembly is actually made up from used parts other than the rings and bearings. It has a pair of CNC'd Survival heads with 2.200 intake and 1.68 exhaust valves - used from a Stage X head project. Intake is a Performer RPM from last year's entry, as are the C8AX oil pan and the vintage 850 vacuum Holley carb. My friend Tim made up a custom ignition using a factory Ford distributor.

 Rules mandate a .600 max lift flat tappet cam with hydraulic lifters. This is where the problems doubled up. The custom cam came in on time and the whole deal got assembled pretty quickly without any real drama - all the big parts had already been machined and assembled once before. Engine fired up and went through cam break in with no signs of trouble - oil filter was clean.

 Started making pulls and torque looked good but we were having apparent problems at higher RPM with a jagged curve. Tried shuffling to a beehive spring package to get some control but it just kept getting worse in 3 or 4 subsequent pulls. Looked at a couple valves while turning the engine over and it was apparent that we had killed a couple lobes. With zero time to get another custom stick (this was Thursday!) we went to the shelves and grabbed the only legal thing we had, a genuine Comp 294S. As would be expected, the torque was way down but the power was decent and it runs really well. Compared to stuff we've run across the dyno in the past this one is nothing awesome - heads are too big - and I was hoping to use that custom short cam to crutch the bottom end. So much for well laid plans.

 We borrowed the Hooker '63 Galaxie headers and the cast iron long runner manifolds from Rod C again. Since Murphy was not done with us yet, the last pull from yesterday popped a 3/8" hole in a primary tube just beyond the port, and another is cracked. They are simply too old and rusting away. No time to repair those either. So we are going with the full vintage vibe. Its all Ford blue now, including PBF valve covers, a Ford oil pan, a Ford distributor, a really old Holley, and a cam from the 1980s - even painted the heads and intake. Engine looks like I tugged it out of a Galaxie although the valve covers are 1968ish.

 Based on the data gathered testing Adney's entry I was not going to be in the hunt anyways for score with the 294S cam, so we are going for the cool factor. Here at home the peak torque is just over 500 lbs, and peak horsepower is about 543 running through manifolds. I sometimes say that a particular combination can be built at home. Really true with this one.

This year's EMC entry is very much the work of William Blair - my machinist at the shop.  I have spent a lot of time these past few months taking care of non-FE issues.  I gave Willie a recipe to follow, provided the parts required, and have done the dyno work.  He did all the machining and assembly.

We are running in "Big Block Spec" class.  This has a 470 cube maximum, and scores are from 3500-6500 RPM.  They add up the average horsepower and the average torque to get the score - no cubic inch factor in this class.  They mandate the use of a catalog Edelbrock head (no Pro Ports), a choice of two Edelbrock intakes, Comp hyd roller cam and lifters, MSD ignition with no digital stuff, and 11.5:1 compression.  Valves must be the same guide diameter and head diameter as delivered by Edelbrock.  Porting of heads and intake is allowed, but no welding or filler.  Carb must be a four barrel with a maximum of 1.75 bores, and mount directly to the intake - no spacers.  Headers and oil pan must be catalog parts for passenger car applications.

I am running a 468 - 4.250 bore and 4.125 stroke.  Rods are 6.8, pistons are .020 out of the hole with .066 Cometic gaskets.  This was not done as a "trick" - it was done because everything other than the block on the engine is either repurposed, or will be repurposed once we are finished.  Its something of a scavenger hunt build.

So far the best carb is an 850 vacuum - a reissued piece from the early 90s when I was working at Holley.  The pan is a C8AX Ford performance part from the late 60s.  The Hooker headers are borrowed from Rod C, and fit a 63-64 Galaxie.  Heads are 60059 castings, intake is a Performer RPM, Romac damper and one of Jay's timing covers.  Rockers are T&D street, springs are Comp conical with titanium retainers so small they look like ball point pen parts to me.

Cam is a special from Comp with 106 centers installed right now at 101 - yeah it's a bit advanced.

Its a pretty strong running entry so far - I live two hours away from the test site so I can still mess with it a bit.  But because of the valve limits it will not be a player in the class.  The FE has to run a 3/8 guide with 2.09 valves, the BBC gets 11/32 guides and 2.19 valves, the BBM gets 11/32 & 2.14 stuff.  Puts me at +/- 20-25 cfm down on airflow from where I normally run.  Scaling up Kaase's 2015 spec small block winner gets a 1160 score target.  I am currently 60 light, and might find another 10 or 20 at best.

Still a cool piece - and look at the torque curve.

Not the best pull - but a good representative

I have not done one of these write-ups in a very long time.  Just way too busy both in and out of the shop for a little while.  But the stack of completed engines that are interesting, different and worth covering is getting pretty "deep" so I figured I should at least try to cover a couple.  If you follow the Youtube videos I post for customers you will recognize that some of these have been "up" for a while.

First up is a big one both in displacement and in "cool factor".  Using an iron Sideoiler Garage block bored to 4.350, a Scat 4.25 stroke rotating assembly for 505 cubes and compression in the middle 10s for pump premium fuel.  Cam is a solid roller with 258/264 duration at .050 and .696/.696 lift.  Heads are Survival castings with the normal valve job and bowl & entry blend - not ported.

This engine is destined for a Gasser.  The cool factor comes from what's up top - a port matched Edelbrock cross ram and a pair of traditional Holley 750 double pumpers.  Ignition is a Vertex magneto - I had never run one of those on the dyno before...

The engine proved a real tuning challenge - but it eventually delivered the goods.  I ended up spending a few days sorting it out.  After intial running and checking I tried a couple short pulls and it was really coarse sounding and hard to "drive".  My O2 sensors indicated that it was extremely rich and not firing well at all.  Thinking that the problem was with the vintage ignition I swapped in a known good MSD system - and was rewarded with no real improvement.  Pointed me to the carbs...

I pulled back the jetting some and tried again - and got an improvement.  Pulled even more jet and it got better yet - to the point where it was starting to behave normally and I felt confident enough to stick the magneto back in.  The mag was within single digits of the new MSD stuff and we were finally off to the proverbial races from a tuning for power perspective.  Timing ended up in a pretty normal range 36-38 degrees total.  Tried some vintage velocity stacks and it "liked it".  Tried some open 1" spacers under the carbs and it like that a lot. 

Jetting ended up way leaner than the delivered combination - to the point where I would normally have been changing bleeds in a race carb, something much more difficult with these traditional Holleys.  Air/fuel ratios remained pretty fat below the torque peak but smoothed out and became pretty much normal once it got "on the pipe".  You can hear the change in sound as it comes around during the pulls.  I think it reacted this way because the Edelbrock cross ram does not connect the two banks - its really a pair of four cylinders that share a crankshaft and probably has some weird stuff happening in that funky plenum.  The plenum is really shallow hence the big gains from spacers.

An extra note is the valve cover breathers.  Don't do that.  Mounting them to the outside of the cover looks cool, and its the only way they fit with this intake.  But they fill up with oil and become a "P trap" (you plumbers know about that) and essentially plug up until you get enough crankcase pressure to blow them out & spray oil everywhere.  Second time I've seen that - we were ready for it this time and knew what to expect.  Make them "fake" vent elsewhere if you really need the look.

Peak power ended up at 642 horsepower at 6200 (we made some pulls to 6500).  Peak torque was 625 at 4600 RPM with 530 pounds at 3000.  We had several pulls in the 630+ horsepower range.  A really strong running package from an unusual collection of parts.  It should surprise a few folks...

Relative humidity was 29%.  Baro at 28.83, cell inlet air temperature was 83 degrees, and correction factor was 1.073 per the DTS software.

Chart data a picture and link to video below:

Link to video:

First the back story.  This one has been around for a little while, but makes a nice "bookend" for the previous one.  Its another 445, this time done for a two part article in "Hot Rod Deluxe" (second part now on news stands).  The writer is rebuilding a drag car - 60s era FE powered roadster with family legacy.  He provided/procured many of the parts for the build from the supplier community, and we put it together.  Parts he provided included the block, heads, induction, cam, and rockers.

We ran the engine once to meet the magazine deadlines.  Got the data, but found an issue that needed fixing (water in oil) - so he left the engine with me.  We fixed it with a replacement block since repairing a valley crack in a basic 390 block was not fiscally prudent.  Then we re-ran it on the dyno.  Gave me the chance to do some further tuning and we got better numbers than the one reported in the magazine as a result.

Lets go back to the combination.  It is a .030 over 390 with a 4.25 stroker kit.  This one has flat top pistons to get compression up to 10.8:1, and now uses our newer style pistons with the 1.0-1.0-2.0mm ring package.  Runs perfectly fine on pump premium, and is going into a non-street driven car that weighs under 2000 pounds - only reason to be "mild" was a desire for budget control, sanity under power, and zero maintenance. 

Heads are out of the box Edelbrock 60065 assemblies.  Camshaft is a Lunati hydraulic roller, a bit snappier than the one on the prior build with 241/249 at .050 duration and .637/.637 lift.  Oil pan is a Ford truck full length one, rockers are Harland Sharps.  Intake is a factory low riser (yes - unported with the big port mismatch).  Carbs are a pair of swap meet 600 Holleys.

It ended up making 514 peak horsepower at 5400 RPM, and 533 pounds of torque at 4500.  Had 495 torque at 3000, and 500 pounds at 5400 - pretty flat curve.  Rather surprising to me that it peaked as early as it did with that cam - but it repeated several times.  Did not appear to have any valvetrain issues looking at things, and revved smoothly to around 6000.  I suspect that the Edelbrock springs might have been on the edge with that cam - or we might have bumped up against that huge port mismatch. In any case, its another strong running package with unmodified heads and intake, and serves as a nice comparison piece.  More compression, more cam, more airflow = more power.  Idle quality does suffer  8)
The funky white water pump is a dyno only part we used - in the car it will run a remote pump and rear mounted radiator.  The valve covers are also mine, he has perfect original gold painted ones for the engine that he is trying to "protect" from damage.

Dyno cell inlet air on the best pull was 84 degrees, water temp around 140, humidity at 25%, baro at 28.51, and correction factor showing as about 8%.

Charts, pictures, and video....

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I have not posted one of these write-ups for a while.  I have a ton of them I could do, so I will start off with a really basic package that you could easily duplicate at home.  About as close to a bolt together stroker as you will ever find.

Engine is a .030 over 390 with a 4.25 stroker kit for 445 cubes.  Compression is +/-9.7:1 running on pump premium for testing.  Heads are off the shelf Edelbrock 60065 with no modifications of any sort.  Intake is an Edelbrock Performer RPM with no alterations at all other than milling it to fit properly.  Carburetor is an out of the box Holley 750 - part number O-3310, sitting on a one inch spacer.

Rockers are Harland Sharp, Oil Pan is a Moroso T type, water pump is parts store iron, distributor is MSD billet with lighter springs on the advance but the bushing it came with.  Cam is a custom hydraulic roller with 230/234 duration at .050 lift, and .598/.610 gross lift.

Engine fired up with no effort and was broken in for a little while.  After a filter & rocker inspection (the swoopy valve covers are mine - more pedestrian chrome covers will be installed today) we started making a few tests to verify safe timing and fuel curves. 

Everything looked fine and we went into testing mode making pulls and trying things.  It behaved pretty normally, wanting 36-38 degrees of total timing.  It really liked having the secondaries open quickly on dyno, although you are going to want to tune that in the car.  It was surprisingly insensitive to mixture changes or velocity stack, or modest timing moves, running best as-is.  We made at least ten pulls that had peaks within a couple pounds and a couple horsepower of each other.  It was just getting raspy at 5700 so that is where we stopped the pulls.

Overall I think this is a pretty darn nice package for a comparatively modest cost.  Peak power was 479 HP at 5600 RPM, peak torque was 494 at 4600.  Very smooth and linear though with 450+ torque from 3000 on through the power peak.  Idle at 750 RPM gave 10-11 inches of vacuum so it should handle power brakes.

Cell inlet air at 68 degrees during testing with 33% humidity, indicated correction factor at about 5% with baro at 28.96

Video, chart and pictures...

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I'm going to try & cover this in a single message - sorry about the length...

Just got back in and unloaded from this year's EMC deal - ran on Friday.  Short answer is that we finished "third", performed well, and got some positive attention for the FE faithful.  Much longer answer to follow.

First to cover is the contest itself.  Hot Rod is running EMC now, and they instituted some pretty dramatic changes.  They have five classes - each unique and on a different day. 
Day 1 was Mopar Hemi - they only had four entries - Bischoff's "new" one won by a lot. 
Day 2 was spec small blocks, built out of the Edelbrock & Comp catalogs - Kaase won & Malik 2nd.
Day 3 was LS motors built "on site" - 3 entries, one ran w/o cooling, one won, and one caught fire.
Day 4 was "vintage" - flat out cool and creative - Kaase won this too, but creativity was awesome.
Day 5 was "big block", similar to older rules, and where I ran with the FE
Scoring on day 5 was average power plus average torque over 3000-7000 RPM, divided by cubic inches

Next is the engine we built.  They were really late getting the rules finalized and the entries approved.  Meant we had a very short build window & used a lot of stuff we had "around".  The vast majority of the build and assembly was handled by William Blair, my machinist at the shop.  I've had significant "non-shop" stuff taking up a huge percentage of my time, and "Willie" stepped up to the challenge.  This is really his engine with my parts selection help.  Its a pretty standard 482 with a 4.25 bore and 4.25 stroke.

The block is probably the first Sideoiler Garage iron casting.  It was a non-production test/design/development piece and was destined for the scrap pile.  It is not a sellable part, but proved itself usable for this purpose.  We stitched up some inspection holes and filled it with hard block up to the water pump & maybe a touch higher.  Crank is an out of the box Scat forging, rods are out of the box Scat H beams with ARP2000 bolts.  Heads are Survival CNC from last year's effort - we pulled them off my car and tuned them up with better springs, etc.  Pistons are based on catalog Mahle parts with valve pockets reworked, gas ports added, and the rings back cut like crazy to reduce tension - compression came in at 11.37:1 against a rules limit of 11.5.  Cam is a solid roller from Comp with 248/252@.050 duration, .794/.785 lift, on 104 LSA installed at 102.  Rockers are T&D race with a 1.9 ratio.  Intake is an Edelbrock Victor 4500 EFI initially ported by Joe Craine, and subsequently tweaked by John Marcella to accommodate a single blade throttle body.  Oil pan is Ford truck circa 1970s.  Used one of Jay's two piece timing covers and one of my adjustable timing sets as a proof of concept.

Dyno testing at home went well, with a total of about 54 pulls being made.  I think I mentioned the dyno numbers previously.  We tried 49 pulls on EFI getting to the best repeatable timing and fuel curves.  I thought I had it pretty well sorted and stuck my old 4500 QFT carb (from the 2005 EMC) on it just to check.  In the past I've always done this and the EFI always "won", but this time the carb did very well although extremely rich.  A quick - and large - jet change brought it even closer, and another jet move brought it right up to the EFI scores, but with a better looking torque curve down low.  The importance of that will be shown in a bit.  As a last ditch effort I assembled another set of headers with larger primary tubes and some NASCAR collectors - they gained huge down low but fell off really badly from torque peak & beyond - lost a bunch of score, but something that will mandate future attention because it proves there is something to find in that exhaust.  The dyno exhaust installation at the school where the contest is held is very different from mine, so tuning around it is a bit sketchy.  I knew which exhaust to use (the original stuff) but was undecided on the carb vs EFI question - so I decided "not to decide" and brought both intending to start out with the carb and switch if time permitted. 

Now to cover the event itself.  We were the second engine up on Friday,  They give you 35 minutes from first fire up to do as many pulls and changes as you want, taking the best three to average your score.  Rolled it into the cell, hooked everything up and fired it on the carb with zero drama.  A quick timing check (used the EFI box to control timing which simply wanted a flat 32 this year).  We made four pulls with some simple fuel changes - it was leaner than at home - the different exhaust made for large changes in graph shape but no really big changes in score or peak numbers.  We then went into a thrash and converted to EFI.  That went surprisingly well and we got four more pulls in with very similar results to the home data - higher peak HP and lower torque & similar scores.

Most guys focus on the "Hollywood" numbers.  Between home and contest we ended up with a best horsepower number of 738 with EFI at home, and a best torque number of 669 with a carb at the show.  That 669 calculates to 1.387 torque per cube - inline with my best efforts and in line with expectations on a well developed engine.  The peak horsepower observed at the contest was 728, the peak torque at home was 664.  My dyno is within single digits of the one at UNOH.

Now for some graphs because this posting is not long enough yet.

First graph is an eye chart showing the eight contest pulls along with a couple of representative home pulls.  Don't bother trying to read this one - just make note of the trends.  At EMC we concentrate a lot on the bottom end because that's where all the variables are.  As RPM climbs the graphs show a strong tendency to converge, meaning that power peaks are not as significant a score opportunity as the first 1000 RPM are.  At the contest the dyno operator had a hard time "driving" the EFI combo and lugged it down to 2400 RPM a couple times - NOT his fault - its a real bitch to get a good pull started with a huge single blade throttle body - but those pulls really killed the bottom end scores as the engine struggled to recover.

Those with a number are contest pulls, those marked with a "s" are shop pulls at home

I'll use a fewer number of pulls in this chart to make it easier to read...

Next we can take a look at a couple home pulls.  A bit easier to read, and illustrates the difference in curves between the EFI and carb even though the scores are similar.

The last chart shows a carb and EFI pull at the school.  You can see that the trends are similar even though the curves are different.

Mr. Blair used my phone to take video through the dyno room door...
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1969 Torino - 505 cid w/C6, 4.30:1 gears, full exhaust
10.28 @ 132 MPH
sometime around 2010 IIRC
Car is much slower now....

This one is for the traditional guys.

Engine started out as a long term collection of parts that the customer had accumulated.  Block is a factory 427 service item.  Heads are a nice set of factory 427 High Riser castings.  Crank is a CAST 390/427 item at standard stroke.  Intake is the "better" factory high riser 2x4 "F" piece.  Lots of original 50 year old Ford stuff running here!

We did do a very careful valve job on the heads - the original factory radius job was just too compromised to use.  But we kept as much of that profile as possible "first do no harm".

Compression was dropped to the middle 10s for pump gas using a custom set of Diamond pistons.  Rods were replaced with a new set of H beams - bravery only goes so far here.

A nod to the intended street use and reducing maintenance was a hydraulic roller - what has become my favorite "go to" for engines in the 430-450 cube range is 234/240@ .050 with .594/.598 lift.  We also used customer supplied Dove rockers with our own hand made billet end stands.  Carbs are a pair of mystery items provided by the customer - appear to be a couple generic 600s with modifications and we freshened them with plans to change if required.  They looked rough but ran fine.

Engine fired up with no drama (OK - the dipstick tube leaked) and we broke things in, checked timing and went to work.  Tried a bunch of little things on it and had some nice results with 38 total and minimal carb tuning.  After a few pulls in the 490+HP range at around 6000 I decided to go for one more round with a couple velocity stacks I keep in the dyno for grins - we were "that close" to a 500!
Besides - velocity stacks look about right on a vintage engine, although the high tech duct tape mounting technique is a bit suspect.  The stacks did their thing and we finished up with a 500HP peak right at 5900 RPM - just a little "uptick" at the top of the pull.  No higher RPM pulls at the request of the customer at that point - earlier "stack free" pulls had peaked by then, so we were not likely to see big gains anyhow.  Peak torque was 487 pounds at 4700 - I consider that to be a darn nice number with those big volume ports and low compression.

Review, comment and enjoy...

I have not posted any of these for quite a while.

This one just got some coverage by EngineLabs - so I figured I could give it a double up with a little more info here and a link to Jason's write-up for video & more pics.

the engine is built for a Cobra project.  The design intent was to be plenty powerful, but still very smooth & linear so that the car would be still be pleasurable to drive on the street or on a road course.  A secondary concern was the desire for vintage cosmetics - it need to have a strong passing resemblance to something that would have been in a Cobra back in the proverbial day.

It started out as a "normal" 482 build (hard to consider a stroked 427 as normal...), capped off with a pair of "as cast" Survival heads and a Blue Thunder dual plane intake.  Compression is pump gas oriented middle 10s, oil pan is an Aviad.  Distributor is a vintage Accel procured from Faron by the customer.  Carb is a customer supplied custom piece with modern innards and a pair of LeMans bowls.  The cam is a hydraulic roller - specs are 242/248, .643/.637 on 113 LSA

Ended up being a really nice package.  Tuning around the LeMans bowls was interesting to say the least.  They would not tolerate very much fuel pressure before getting overwhelmed.  They also had a rather small 1/8NPT inlet which limited flow into the bowls.  I would get to a point where adding jet would not deliver a corresponding increase in air/fuel mixture.  You could look at the A/F numbers and see where it started out nice & linear, but on the lean side & then add jet & watch them go rich at the bottom and return to the leaner ranges as the bowls dried up at high RPM.  Really does not mean much in the car - how often are you going to experience a 14 second long high gear pull in a Cobra?  But illustrates why they went to the cathedral bowl design.

Engine made really cool torque - look at the curve - 497lbs at 3000 and 503 at 5800 - peak was 559 pounds at 4600.  Horsepower peak was 556 at 5700 RPM, but it had nearly 500 way down at 4700....

Charts, pics, and a link:
Pics will follow as soon as I can get that worthless Photobucket site to work worth a damn.

This one was a "real" 427 - factory steel crank, LeMans rods, a factory iron block with small clean-up overbore and compression pulled back to the middle 10s for pump premium, a pair of decently ported iron F heads from another vendor, a tunnel wedge with a pair of BJ-BK carbs - and a factory "B" cam.  Yep - a 50 year old camshaft.  This one is very much something that could have been built in 1960-something.  Customer also had a pair of 660s - which turned out to be the best on this one.  I suppose those are considered "new" since they were probably from the 70s...

We went through the normal break in process - more than a little nervous about that cam - and had no issues at all.  Motor came around nicely and ran very well.  Seems those old guys had a pretty good handle on things...  <img src="/images/happy.gif" height="14" width="14" alt="happy.gif">

Cam specs - data lifted from some old posts made by Werbyford, tbolt2, and others:

the C4AE-B is the High Riser camshaft.

 56/88 88/56 with 112 deg overlap.
 324-324 duration
 242-242 at .050 duration
 .500 lift

Engine ran cleanly beyond 6400 while making pulls.  Peak power was at 6200 with 487 horsepower, and peak torque was 466 at 5100.  Noteworthy is a dead flat torque curve with readings of 460 to 466 from 4400 to 5300 RPM.


Photos of engines, cars, and projects / Just to add something new
« on: October 30, 2014, 09:59:17 PM »

Engine Masters from this year....

Just finished up a rather interesting package.

Its a real 428 Cobra Jet.  Going into a numbers type of car, with a customer desire to hit 450 horsepower.  Seems easy - but...

The restoration nature of the car requires us to use factory iron everywhere.  Iron CJ heads.  Iron intake manifold.  Iron exhaust manifolds.  Stock oil pan.  Single point distributor.  Iron water pump.  And of course the factory 735 Holley carb.

The hope is that we could reach that goal on pump gas.  We went to a set of Diamond flat tops to get the compression up a bit - just under 11:1 - kinda brave for pump fuel but we are stretching and the customer is not against "spiking" the fuel if needed.  Cam is a custom hydraulic roller with duration numbers of 230/236 degrees at .050 and .559/.563 lift ground on a 112 LSA.  Did I mention the power brakes...?

We put bronze guides in the heads and did a multi-angle valve job, some modest bowl clean up & blending, and knocked the thermactor bosses out of the exhaust ports.  A similar light match & blend was done on the intake itself.  The block got a very careful round of torque plate machining, an upgraded ring pack, and some extra effort on getting things to turn smoothly.  Rockers are factory adjustables too....

Engine fired up nicely.  I started out with the headers just to get a feel for how it was going to run.  After warm up it went cleanly to 5000 making around 434 horsepower.  Knowing that the manifolds were mandatory I decided that we were OK and swapped over to the heavy iron.  We fabricated some extension pipes to get it connected to the dyno exhaust system, and even managed to get the O2 sensors connected for tuning.  I did use the points to trigger the dyno's MSD6 box since we were getting toward 6000 RPM.  I was VERY impressed that this basic ignition system pulled beyond 6000 many times without a hint of distress.

We made a bunch of full and partial pulls to find the best timing - which ended up with a total of 37, and fine tweaked the fuel curve by adjusting float levels and fuel pressure.  The basic jetting from Ford/Holley was spot on - I was just looking for incremental trends and gains.  Why?  Because it gave me multiple pulls of 447, 446, and even 448 horsepower.  I really NEEDED that 450 number  <img src="/images/happy.gif" height="14" width="14" alt="happy.gif">

And we did get it, with a peak of 450.3 at 5800.  It realistically flattened out at 5400 with 100 RPM incrementals from there out of 449, 449.5, 450.2, 449.8, and 450.3 horsepower.  Peak torque was at 479 pounds at only 3900 RPM - it had 464 pounds at 3000 and 408 at 5800.  The best air/fuel ratios on that stock Holley averaged 12.27 on the right bank and 12.57 on the left bank.  It dipped into the high 11s (rich) between 3100 & 3400, but stayed locked into the 12.4-12.9 ranges from there on up.  I've seen much more exotic carbs with much funkier fuel curves - them old guys in 1968 had this combo figured out very, very well.

Pictures, charts, and video follow.

Recently completed an engine for a customer that was a bit different than the norm.  Its a 496 inch Genesis block based piece with a 4.25 stroke.  Pump gas deal with compression in the 10s.  Neat item was the customer selection of a pair of factory iron 427 high riser heads.  Topped by a Dove tunnel wedge and a pair of 750s (actually two pair since we tested some other carbs too...).

The heads were in reasonable condition considering their age, but they had been "ported" at some point in their history.  While the runners were not that highly altered, the bowls had been opened up to a nearly sharp 90 degree angle on what was the short side radius - pretty messed up by current standards.  I was timid (actually scared) to grind too hard on these since I really had no way to know where the iron ended and water began.  After kinda rounding off & blending the sharp corner we flowed them and got smooth air to 285 cfm at .600 lift - and them it got really noisy anywhere far beyond that.

Using that info - and working against a 600 HP target - we went with a rather aggressive lobe style solid roller that only had .611 gross lift to keep us away from the noisy air.  The rest of the engine is comparatively normal - running the Dove high riser rockers system, and a Moroso T pan.  Everything aluminum is polished - really pretty package.

Took a little while to reel in the fuel curve - it wants a fair amount of left to right stagger jetting to even things out based on O2 readings.  Best timing is 36-38 degrees - less than I expected, but it was not too sensitive about that.  Tried a different set of carbs and the jetting trend was repeated - so that is definitely a manifold/combination characteristic.

Best horsepower ended up at 587 at 6000 RPM.  We had a few backup pulls that repeated at 583 in the 5800-6000 ranges.  We ran it ran up to a higher 6200-6400 RPM a few times but sounds kinda raspy upstairs & power does not really increase - could be the head limitations doing something since the rocker wear pattern looks fine.  Peak torque came up higher than I expected with a best of 584 pounds at 4800 RPM and a very flat curve - we saw 513 right at 3000.

Overall I thought this was pretty cool to see good power from those heads.  Reinforces how good Ford's work was back then.  It would have been really interesting to see how an unmodified set would perform.  We have one customer set here that just arrived with the factory radius valve job still on them.  Unfortunately that will need to be reworked but they are still far closer to new and more data will come at some point in the near future.

Obligatory pictures, charts and video link follow...

I already gave this one away with the title   ;D

A little while ago we had a pretty cool customer engine on the dyno here.  It was a pump gas 482, running an original 427 block and the normal 4.25 stroker kit.  Heads were our Survival parts, with 2.200 intakes and 1.710 exhausts.  Intake is a port matched Performer RPM dual plane.  Cam is a bit unusual since its a rather frisky solid flat tappet - 259/262@.050 and .644/.638 on 108 LSA.  Customer wanted to try for 600HP with a 4150 flange dual plane & flat tappet.  We did not get there - but we sure had some fun trying.

As to the fun part....
After doing the normal cam break in, lash checks and inspection we started out on some power pulls.  We established that this was going to peak around 6000ish, but it carried smoothly beyond 6500 - I really like the characteristics of a solid flat tappet for that aspect.  We played timing a bit and found it to be pretty normal - 36-38 degrees worked OK, and it did not change a huge amount either way.  But normal sometimes just don't cut it around here...hence the carbapalooza!

The customer brought in two carbs to try - a fairly current looking Holley 950HP, and an ancient Holley 950 THREE BARRELL!  The 3bbl was from +/-1969 and needed some attention before it could be run - it had the wrong gaskets in the rear - the boosters on a 3 barrel are moved inboard by a small amount, and normal 4160 gaskets will not work without modification.  In addition, we were not able to re-jet the rear since the metering plate was already larger - and different - than anything I owned.  And I sure as heck was not gonna try to re-spring the secondary & risk tearing that unobtainium diaphragm.  Just to make it more entertaining I also tossed my 850 vacuum secondary Corvette carb, and an EMC legal 850ish custom double pumper into the pile.

We went at it pretty good with the 950HP first, sorted the jetting, and figured we had it sorted out with a power peak of 562 at 6100 RPM, and nice flat peak torque of 546 from 4400 to 4800.  Then we installed the pride of 1969 - the legendary Holley three barrel.  I have seen a few of them, actually own a disassembled one, but have never seen one on a dyno before.  Damn thing worked great after we sorted out a few things, making 571 horsepower at 5900 and 554 torque at 4800.  I followed up running the EMC 850, and then with my 850 vacuum secondary (hell - we were getting into running 40 year old carbs).  When the dust settled, the 3 barrel was the clear winner - who'd have ever dreamed this outcome.

Charts, pics, and Youtube link follow.  Please note that the customer will be supplying much prettier valve covers when he installs this into the car...

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