800hp 512ci TFS Street head combo...

From Charlie and Lem Evans...

Very impressive combo!

In regards to the question posted above somewhere, I'll try to give a brief description of the engine.

1. DIVE 2 bolt main block with offset ground cast production crank. Wet sump and no vacuum pump.
2. 6.800" Eagle rods with JE pistons and a 12.8:1 compression ratio.
3. Motorsport/Edelbrock Victor intake manifold for the Dominator carbs. Plus a 1" open spacer and a 1" HVH Super Sucker spacer. 2" total.
4. Biggs 1050 3 circuit carb with 92 sq. jets on race gas.
5. Ford Duraspark SVO by MSD distributor
6. Comp Cams roller cam. It was an old one of Lem's that had been reground with the following specs; 275*/285* @ .050", .759"/.762" lift, LSA 111*, and intake centerline of 111*.
7. Ported head flow #'s
Intake avg.
.200=148, .300=233, .400=301, .500=335, .600=357, .700=373, .800=378 cfm.
Exhaust avg.
.200=116, .300=147, .400=172, .500=184, .600=222, .700=232, .800=234 cfm.

800Hp @ 6700.
Torque was 680 @ 5200

Just a rather basic 512 CID engine and I'm sure there are several of you that can and have done better, none the less, this was a fairly good engine and I attribute it's good numbers to the camshaft and intake port flow.

Charlie

nice setup, now how much would it hurt to remove the 2" spacers?

Lem Evans and Charlie Evans were the builders, I have no idea.

I think this is one of the more impressive builds I've seen on the site.

maybe they can chime in here...... :D

I'd like to make the point that I had nothing to do with this engine and take no credit for it's performance . My name was in the thread only because Charlie mentioned that the cam was a regrind of a one that I had sold years earlier .

It liked the spacers, that why Mike kept adding them. I would have to go back and look at the dyno sheets to be sure, however I think it was on the order of 12 Hp or possibly a little bit more.

Hope this helps,

5. Ford Duraspark SVO by MSD distributor



Charlie / Lem,

What is that - a SVT MOTORSPORT distributor?
Do you maybe have a part number and/or source location?
What ignition box & coil did you run with it?

In your opinion, how would does it compare to these distributors:
Better unit (B) ,,,, Same quality (S) ,,,,, or Not as Good (NG)

Mallory 9000 #8656701
MSD #8580 (large cap)
MSD #8577 (small cap)

-- Application: a 501" engine, TFS St Heats, solid roller cam, timing chain & gears, 7300rpm redline, Jerico 4-shifted, ET door car.

As always - Thanks for your assistance!
StickBBF :)

The Ford Racing dizzy has not been available for about 100 years . It's nice ...but.. the MSD stuff is much better .

Hi guy,s
Please dont shoot me down,but....
If the crank is offset ground, what would the stroke be, and
Was this done to suit the 6.800 rods which may be off the shelf whatevers
to suit off the shelf pistons to suit something else ?????????

Please spell it out for me,
is this a cheap combo to gain 50 cubes ?

Mark
:?:

Mark,

The crank was a stock stroke (3.850") 460 crank which has 2.500" rod journals. Then it was offset ground and turned down to 2.200" big block Chevy rod journal diameter and width. This gives a final stroke of 4.140".

The rods were a shelf item aftermarket rod with the common big block Chevy 2.200" big end and again the Chevy pin end of .990" Stock BBC rods are 6.135" long, so these rods being 6.800" long are an afteremarket deal that are shelf items with most companies.

The block was bored .080" over and shelf item aftermarket pistons were used. Probe / JE / SRP / Diamond and other companies all have this piston. In conjunction with the stroke this makes a 512 C.I.D. engine.

Hope this helps,

Charlie-
Have you got a chance to run this one yet? How did it do? I'm thinking of doing one of these with a dove motor and heads. Who is doing the cranks?
Thanks,
Couper

I saw this motor on the dyno and it ran very well. I have a copy of the dyno sheet and I think there is more HP in it; given a T/R and some more rpm, 850HP might be had with some fine tuning.

There are many offset crank grinders, Mark, or you can also use an Eagle or SCAT offshore crank because they are offered the same stroke as the factory crank used in this motor. Both the Eagle and SCAT are shelf items. In fact, they offer complete 512 stroker rotating assemblies with crank/pistons/rods/bearings/rings. That being said, I admit I am partial to the factory offset cranks; just do your best to select a good core for a stroker candidate.

Incidentally Coup, I too am in the process of building a 512CI motor like this one but with ported D0VE heads and a lesser cam/rpm range.

Paul

What C/R was run on this motor? And how much would it lose going to a pump gas setup? Thanks

Which heads where you running? How much work was done to them?

This is an absolutely impressive built, and seems simple ( although not inexpensive) to reproduce...it is a good inspiration !! 8)

nice bump for you


Randy

Filucky and dfree383,

Guys, going back to the very first post, we see that they were TFS Street heads and that they were fully ported. Mike Phillips did the porting on this set and all the flow numbers are given. We also see that it had 12.8:1 compression ratio. As to how much we'd lose if it were lowered for pump gas, I have no idea. Just guessing, maybe 75 -80 Hp.

The engine ran great for 2 years of consistent racing, with 1/8th mile e.t.'s of around 5.75 -5.80 in a old 1974 Mustang II. Just last week, it dropped/broke the head off of an exhaust valve and is back at the machine shop for repairs.

Hope this helps,

I have a question on the cylinder heads. Are they the new TFS Street Heat head or the older Summit CJ style that are no longer made?

I have a question on the cylinder heads. Are they the new TFS Street Heat head or the older Summit CJ style that are no longer made?

Hank,

They had the engraved TFS logo on the ends of the heads. Probally one of the first batches of the new style heads, which have the ends all machined flat and the CNC engraved logos.

Hope this helps,

Bump for Blake :wink:

:arrow:

:arrow: bump to the top

Randy

this looks very much like my build. with the exception of jk scj heads with srp racing flat top pistons. zero decked. my cam is .716 in/ex 268/276 with single 1050dom. should my hp be in the same range. still learning thanks don.

bump

Blake and I were discussing this build just the other day :idea:

This build looks very similar to my "Bowling Green 512"

I only have one 1 inch spacer and the cam with 1.73 rockers calculated to be .775 lift...unknown duration.

I have the same intake, crank, rods, block, bore, and dizzy.

I have the A429 heads tho, so if I put on fully ported TFS heads, and with new pistons that yielded 11.0 to 1, I wonder how my combo would be (with 2 1/8th Kooks Headers)??

Where do you think my cam specs came from? I fudged a bit though.....

:arrow:

Thanks everyone for your help. I will move forward.


Randy - I have studied the gear thing for a while and I had thought about trying the 4.56. A lot of guys are running a 5.14 gear since it is the 1/8th mile but with the BBF I thought the 4.56 would be better. I'm gonna try that this spring.


We have a 5.70 and 5.50 heads - up door classes here and I would like to run the 5.50 if possible, if not I don't think the 5.70 is out of the realm of possibility since I have been running low 5.80s already. I just bought a 2 circuit 1050 Dommy and I think that will help also.

bump

It is shocking how easily these stroker BBF's make power and torque. I don't know why people bother with small blocks.

What sort of power/torque would this engine make with a tunnel ram, twin carbs, a few more cubes and better head flow? My engine is to be similar, but with the here mentioned extras.

It is shocking how easily these stroker BBF's make power and torque. I don't know why people bother with small blocks.

What sort of power/torque would this engine make with a tunnel ram, twin carbs, a few more cubes and better head flow? My engine is to be similar, but with the here mentioned extras.


busta all I can say is they work......

Randy