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post #31 of 44 (permalink) Old 05-08-2018, 03:30 PM
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Originally Posted by george1987 View Post
thank you for your comments, here are more details of the engine:
-HP (SAE J607) 609 hp @ 5750 rpm
-Torque (SAE J607) 630 lb-ft of torque @ 4500 rpm
-HP (SAE 1349 Corrected) 580 hp @ 5750 rpm
-Torque (SAE 1349 Corrected) 600 lb-ft of torque @ 4500 rpm
-10.0:1 compression ratio Cast nodular iron crankshaft, M-6303-A514Victor single plane intake manifold M-9424-H429
-Ford Racing "Super Cobra Jet" aluminum cylinder heads. They flow significantly more than production 460 heads. Combustion chamber volume is 72cc (nominal)
-Ford Racing "Super Cobra Jet" valve train includes dual-valve springs, retainers, keepers, seals and premium stainless steel swirl polished valves. Intake valve diameter is 2.20" and exhaust valve diameter is 1.76"
-Ford Racing high-performance solid roller mechanical camshaft M-6250-A514 provides significant horsepower increases above 3500 RPM and good low-end torque. Valve lift is .640" intake and exhaust. Duration at .050" is 254 degrees intake and 258 degrees exhaust
-Ford Racing forged aluminum dished pistons, bore size 4.390"
That cam aint on the same planet with cams that would be good for a drag race engine.

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post #32 of 44 (permalink) Old 05-08-2018, 03:37 PM
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Originally Posted by DaveMcLain View Post
Earlier this year I built a big Ford with a new set of P-51's for a customer who mud races and that engine made 918 horsepower and just a little over 800lbs/ft torque. What would it have done with a set of AFR heads?
How big was it?

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post #33 of 44 (permalink) Old 05-08-2018, 04:04 PM
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How big was it?
560 dawg!

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post #34 of 44 (permalink) Old 05-08-2018, 06:18 PM
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560 dawg!
Good job. Vacuum pump?

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post #35 of 44 (permalink) Old 05-08-2018, 08:20 PM
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Good job. Vacuum pump?
How much hp will a sheet metal and twin carbs add over a mafia intake single carb setup?

Cheers, Bob
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post #36 of 44 (permalink) Old 05-08-2018, 08:34 PM
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How much hp will a sheet metal and twin carbs add over a mafia intake single carb setup?

Cheers, Bob
I have no idea and suspect I'll never know. That's a crazy amount of cash to throw at an induction package on that style head.

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post #37 of 44 (permalink) Old 05-08-2018, 09:09 PM
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Good job. Vacuum pump?

No vacuum pump but the engine ended up with a really nice .043 ring package due to limited availability for the 4.450 bore size for whatever reason. I think that helped a lot.

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post #38 of 44 (permalink) Old 05-09-2018, 07:13 AM
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Originally Posted by DaveMcLain View Post
Earlier this year I built a big Ford with a new set of P-51's for a customer who mud races and that engine made 918 horsepower and just a little over 800lbs/ft torque. What would it have done with a set of AFR heads?
Nice build Dave.

Any more details you can share about the build?

Cheers, Bob
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post #39 of 44 (permalink) Old 05-09-2018, 09:05 AM
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Originally Posted by DaveMcLain View Post
No vacuum pump but the engine ended up with a really nice .043 ring package due to limited availability for the 4.450 bore size for whatever reason. I think that helped a lot.
Add about another 20 hp for a pump. You do but, most people don't consider how big a deal ring package and other stuff is to making HP. The .9mm/.9mm/2mm stuff really makes things happen.
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post #40 of 44 (permalink) Old 05-09-2018, 10:03 AM
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Originally Posted by george1987 View Post
Hi, I have a 521 bbf crate engine, all original with a powerglide in a 84 ford Thunderbird and Im running low 10´s and I want to get lower, around 9.70
I am going to send the engine for a refresh, it has around 200 runs, and they recommend me to change crank, rods and pistons, and maybe even cam and intake to make it a 557 but I think that it would be too expensive.
So I wanted to ask you if you think that it would be enough with a blueprint, porting heads and intake and maybe changing the cam? And do you think it would just as expensive as the first option or a lot cheaper?
There are many paths that can get you there, such as driveline setup change + vehicle weight reduction + a cam change, for example. You don’t necessarily need a big new engine, and in fact a big new engine might subsequently dictate the aforementioned other changes anyway.

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Originally Posted by The Mad Porter View Post
The out of the box AFR castings are going to best P-51's....Unless a client demands it All aluminum headed BBF engines that come out of BOTH of our shops have AFR heads.

S
One size does not fit all. I know that both you and Carl know this, I just don’t want your above point to misconstrue others to believe there is only one fantastic head that stands above them all regardless of application. There are many options from which to choose. And AFR heads are not the only way for the OP to gain 3 tenths.

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Originally Posted by slowride View Post
Well this is depressing. I have a brand new set of SCJ's sitting on the block and I'm already behind.......
You’re not “behind” anything, there is no such thing as a “best” head, and your engine combination is going to make your car a rocket ship, Mike.

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Originally Posted by Mike34436 View Post
I wonder if the Trick Flow A460 360 heads with BBC oval exhaust ports would have done any better?
I just want to note that there isn’t a BBF head on the market that uses “BBC oval exhaust ports.” This is not a matter of semantics, it’s a fact. (The pattern for the header flange is BBC, however the port is not.)

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post #41 of 44 (permalink) Old 05-09-2018, 11:07 AM
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Nice build Dave.

Any more details you can share about the build?

Cheers, Bob
No problem what do you want to know?

This was a rebuild of a 557 that I built about 15 years ago for another customer. Its owner had raced it a bunch and he thinks that he's about the 4th owner. Originally it had a set of ported DOVE heads and made around 650 horsepower.

Carburetor was an 1150 Holley on a ported Victor intake. This intake was one that came originally with a 4150 so I cut it down, welded up and redrilled the holes and made it fit a 4500.

Cam is a solid roller from Demos' Cams, with 277 291 at .050 duration ground on a 111 in the engine on 108. .735 .747 lift with .015 and .025 lash. This cam uses the old Reed ULX lobes which are very easy on parts.

Headers are some that go over the frame of the truck but I can't remember the exact dimensions. Fuel was VP leaded racing gasoline that the customer supplied.

Pistons are Diamond flat tops, Rods are Scat 6.800, crank is Scat 4.500 stroke forged.
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post #42 of 44 (permalink) Old 05-09-2018, 07:31 PM
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Originally Posted by DaveMcLain View Post
No problem what do you want to know?

This was a rebuild of a 557 that I built about 15 years ago for another customer. Its owner had raced it a bunch and he thinks that he's about the 4th owner. Originally it had a set of ported DOVE heads and made around 650 horsepower.

Carburetor was an 1150 Holley on a ported Victor intake. This intake was one that came originally with a 4150 so I cut it down, welded up and redrilled the holes and made it fit a 4500.

Cam is a solid roller from Demos' Cams, with 277 291 at .050 duration ground on a 111 in the engine on 108. .735 .747 lift with .015 and .025 lash. This cam uses the old Reed ULX lobes which are very easy on parts.

Headers are some that go over the frame of the truck but I can't remember the exact dimensions. Fuel was VP leaded racing gasoline that the customer supplied.

Pistons are Diamond flat tops, Rods are Scat 6.800, crank is Scat 4.500 stroke forged.
Thanks Dave

How much comp?

Was that OTB heads?

Cheers, Bob
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post #43 of 44 (permalink) Old 05-09-2018, 08:09 PM
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Originally Posted by Paul Kane View Post
I just want to note that there isn’t a BBF head on the market that uses “BBC oval exhaust ports.” This is not a matter of semantics, it’s a fact. (The pattern for the header flange is BBC, however the port is not.)
I stand corrected, as I stated I'm a newbe, just learning the BBF. I was going on the look of this 632 with A460 TFS heads. Ports don't look like "D" to me.

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post #44 of 44 (permalink) Old 05-10-2018, 08:53 AM
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Thanks Dave

How much comp?

Was that OTB heads?

Cheers, Bob
Around 13.8:1 compression and the heads were in out of the box condition. I got them bare and then assembled them myself with springs, retainers, valves etc that would work well.

About the biggest pain on this engine was just bore size and ring availability. Long ago this block was bored to 4.440 to build a 557. After being used a bunch the bores were pretty worn. Honing them to 4.450 size cleaned them up as good as new but for some reason ring availability isn't very good at that bore size. I was thinking that with 4.440 being very popular that sizes such as 4.445 and 4.450 would also be common simply because at some time those engines will need rebuilding. The next popular size that I could have used would have been 4.466(502 Chevy). Anyway rings are available from Total Seal in that size so that's what I used and they worked very nicely.

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