My pump gas 545 dyno'd(Update Cam #2)

Put my 545 on a SuperFlow 902 engine dyno, because of several issues, only had time for three pulls with a 6k rpm max. 656 hp and 641 torque. Here's a short video of the warm up before any pulls.

http://i83.photobucket.com/albums/j317/takeanumbr/th_HPIM0727.jpg (http://s83.photobucket.com/albums/j317/takeanumbr/?action=view&current=HPIM0727.flv)

Sure sounds good!

how much info can we get on then engine?

Im thinking about building a pump gas 557 and those are decent #'s...

-Matt

D1VE block 10.9:1 comp ratio
Kaase SCJ heads bowl blend by Charlie Evans
Victor manifold port match by CE
Comp XR 266/272 at .05 .690/.700
ProSystems 1000 4150 carb
very restrictive Crites 2in headers

HP was climbing at 6000, but had to shut it down :cry: -656hp
Torque peak at 4800-641 torque

how much tq did that combo make around 3k, 4k? do you drive that engine on the road?

-Matt

The engine will be street driven @10k a year. Torque at 4000 was 628ftlbs. I didnt start the pull any lower. I plan on installing a different cam, then take it back to the dyno.

D.

I got a PM from you, but my inbox was full and I lost it. Anyway, call Lem about a camshaft recommendation. He won't mind at all. (270)278-2376. There was more Horsepower left in it above the 6000 rpm shutdown. You're just scratching the surface, why did you have to shut it down?

Later,

We used most of the day making the dyno parts work with my headers. Had to modify the dyno bellhousing so we could mount the engine to it. Then I kept throwing a belt past 6k rpm. I think Im going to install the Comp XR292, and try hooker 2 1/8 headers to see what that will do. Next dyno session should be easier since we now have are the pieces to hook up the 460 to the dyno and I have my pulley/belt prob solved. There are 3 engine dyno's close to me. One is broken and inop, 2nd does all sheevy stuff, third one is the one I used, and even then, had to gather pieces for the 460. Where I live just aint ford country :?

D.

The dyno shop should not be charging you for their time in making the Ford engine "fit" their dyno. You should be paying for testing time, not mounting and fabrication time. Header mods to the bellhousing flange, I can understand, if they haven't used that particular header before.

If the dyno shop has an assortment of big block Chevy headers on hand, (many do) as in different primary pipe diameters, different lengths and etc.,,,,,,, then it might be more beneficial for a person to buy my Ford to Chevy header adaptor plates ($190) and run different big block Chevy headers on the dyno. After that excercise, then at least you would know whether or not your Ford engine likes a 2.000" primary, or 2.125" primary, or 2.250" primary and so on. At that point you could have a set custom made for your car, or at least you would be pointed in the right direction in regards to buying the closest correct set for your car.

Hope this helps,

My first build was a "429" but not like this one!

Well, now I develop my own computer programs for dyno and quarter mile. Maybe this is helpful, I just keyed your info into my computer and computed:
Torq 657 at 4800
Power 677 at 6400

That was assuming 106/114 LSA and some typical 2"x31" headers, ie not overly cramped as you mentioned?

With 2-1/8 headers I computed:
Torq same
Power 692 at 6400

I think it wants bigger headers -

My wife heard the engine "rumble" and it brought her over to listen -
She commented :evil: on the nice wholesome ladies in your post, but liked the dog getting a drink better...... :lol:

She commented on the nice wholesome ladies in your post, but liked the dog getting a drink better......

That's my doggie :lol:

Welcome to the 385 Forum. I used to frequent the FE forum as well but don't get over there as much as I should.

Hey thanks Werby :D I've ordered the Hooker 6201 headers. They are 2 1/8 primaries. I'm going to use them back to back w/ the crites 2in , and see if there is any noticable difference. I thinks it's interesting that your sim results were pretty close to the actual hp/tq figures. Must be a pretty good program. BTW, the cam is 110ls/110Ic. You might try that in your sim program :!:

I was computing 106/114
Using 110/110 instead gave
Torq 649 at 4800
Power 665 at 6400

both were down....
I dont totally trust the computer here but something to think about, it is pretty easy to advance the cam and clock or dyno the car again.....then again 12hp out of 665 is not very much.... :?

Installed a smaller cam for a more streetable engine. Took it to the dyno, it has 12in of vacuum and idles at 900rpm. Definetly better than the 1200rpm idle, low vacuum of the previous cam. Had almost identical torque numbers of the other cam, but peaked lower in the rpm band. Torque was 643 at 4600, Hp started droping off at 5900, peaked at 641. This is in a pump gas engine.

Here's what it sounds like at idle
http://i83.photobucket.com/albums/j317/takeanumbr/th_HPIM0918.jpg (http://s83.photobucket.com/albums/j317/takeanumbr/?action=view&current=HPIM0918.flv)

Here's the dyno pull, ending at 6k.
http://i83.photobucket.com/albums/j317/takeanumbr/th_HPIM0920.jpg (http://s83.photobucket.com/albums/j317/takeanumbr/?action=view&current=HPIM0920.flv)

BTW, manifold vacuum was still high during all dyno runs. The operator told me the 1000cfm carb is still acting as an inlet restriction to the engine. The engine is wanting more carb/air/cfm's. I would like to dyno with a 1150+ dominator on the Victor, and also with a torquerII manifold, just to see what the engine has. Since this is a street motor, we initially started the pull at 3000rpm, but the water brake on the superflow could not hold the engine back, so we had to start the pulls at 3500 :lol: You gotta love those bigblock Fords :!:

From the pictures it looks like you had the 6201 hookers on it this last time.Did you try the Crites 2" against the 6201s on this engine on the dyno this day with the smaller cam?. thanks .......Ron

Unfortunately I did not try the crites headers during my dyno time, and yes you are right, those are the painted 2 1/8" primary 6201's, instead of the 2in crites. There are so many things to try at the time that there's not enough time for all combo's. I did try timing and jetting changes, but no big net from either resulted. For example, what I found with this setup, going from 14* initial w/30 total, all in by 3000 got the same torque/hp as 12* or 16*,18* initial, just that 16* and 18* made more torque down low and approx 7hp less up top. 14* initial, 30 total made the best curve.
BTW, I forgot to add, this is a tight lash roller, 246/262 at .050, .694/.660 lift.

Unfortunately I did not try the crites headers during my dyno time, and yes you are right, those are the painted 2 1/8" primary 6201's, instead of the 2in crites. There are so many things to try at the time that there's not enough time for all combo's. I did try timing and jetting changes, but no big net from either resulted. For example, what I found with this setup, going from 14* initial w/30 total, all in by 3000 got the same torque/hp as 12* or 16*,18* initial, just that 16* and 18* made more torque down low and approx 7hp less up top. 14* initial, 30 total made the best curve.
BTW, I forgot to add, this is a tight lash roller, 246/262 at .050, .694/.660 lift.
i thought you used a comp xr292 cam specs on in is ,254/260@.050 .671,.678 lift

I talked to Jay Allen, told him what I wanted in a street cam. Wanted durability, vacuum for my a/c heater controls, a decent rpm idle, as much torque in the 3000-6000 powerband possible, while using no more than 91 octane fuel and a 4150 carb. I didn't think the XR292 could deliver the best with those requirements.

Wanted to add the dyno graph of the Jay Allen cam.

http://i83.photobucket.com/albums/j317/takeanumbr/DynoGraphAllenCam.jpg

bump