Here's a little more information as a follow up to my previous post on this engine. Tonight I went back out to the dyno and tweaked the tune on the engine just a little bit, with a couple degrees more timing and one size leaner jet. The engine picked up to 568 HP and 513 ft-lbs. Here is a plot of the dyno data:



Also, here's a photo of the engine on the dyno:



Back to back pulls tonight yielded nearly identical results, so I'm done with the Performer RPM now, and will go on to the next intakes on the list this weekend.

Jay Brown
1968 Shelby GT 500 Convertible, 492" 667 HP FE
1969 R code Mach 1, 490" supercharged FE, 9.35 @ 151.20, 2007 Drag Week Runner Up, Power Adder Big Block
2005 Ford GT, 2006 Drag Week Winner, 12.0 Daily Driver
1969 Ford Galaxie XL, 460 (Ho Hum....)
1964 Ford Galaxie 500, 510" SOHC

I am no expert but really trying to figure the big drop in torque while HP climbs pretty steep.Big "X" in the center of graph.Is this what you find with short stroke engines? Just curious.....

Engines are like garages,never big enough! Check out my distributor restoration site! http://428cobrajetcars.homestead.com

a stick shift at 67-6800, and gear it where it gets to 6800 at the 1000 foot mark. Overwind it out the back. That would give the best ET.

For an automatic, get out of low!!!! at 64-6500 and let the converter work. Then shift 2-3 at 67-6800 just like the stick shift, and also overwind it in high gear.

Go Jay, that is a Big Block i would Love to drive! Now were talking, 470 foot pounds all day long, from 3000 up to the end!

You could shift that motor where ever you feel like is it is will be bloody fast everywhere!

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1967 FE 390GT engine: 416 CID 233/238* @ 0.050 Solid Lifter w/ 4 spd TL.
1968 GT/CS Mustang. 289/c4
1995 Mercedes e320 I6 DOHC, 216 HP wagon.
2003 Tundra SR5, 4.7 DOHC, 4x4.
Another Galaxie (one day.)

Oh and a Bicycle - daily driver to save gas for the 'F'un 'E'xcursions.

Jay have you ever put on a set of headers that excited the exhaust port in a more straight out shot? When we dynoed my 545 we used my headers that are in the car as they are bigger than the ones Ron has but we put them on upside down and it made good power 700+. Of course when installed in the car they have to be put in correctly and on the dyno at Car Craft meet this summer I lost way more than I thought I should have. I can attribute some of that to the weather and drivetrain loss. I was so disapointed that on Friday night I went over to Grove Creek to see if it had slowed down or something. But it ran just fine as usual. And one more point my headers are not near as turned down as some of the pipes on your dyno set. just a thought.

Phil, I'm sure that if I did a custom set of dyno headers where the primaries came straight out of the ports for several inches before bending back, there would be a substantial increase in power. When I did my Car Craft article, I tested several different sets of headers on the 390 stroker motor. The ones that worked the best were the cheapo truck headers, but they had the advantage of a 4 inch straight section of pipe coming out of the exhaust port before bending down.

For the testing, though, I'd rather try to duplicate what would be in a typical Mustang, Fairlane, or Galaxie installation. In most cases, especially with the shock tower cars, the pipes bend down right at the port. So, I'm sticking with that configuration in order to provide more realistic data.

Jay Brown
1968 Shelby GT 500 Convertible, 492" 667 HP FE
1969 R code Mach 1, 490" supercharged FE, 9.35 @ 151.20, 2007 Drag Week Runner Up, Power Adder Big Block
2005 Ford GT, 2006 Drag Week Winner, 12.0 Daily Driver
1969 Ford Galaxie XL, 460 (Ho Hum....)
1964 Ford Galaxie 500, 510" SOHC

to put the ole girl to good use. What kind of fuel are you using? I had a 248/248 at .050 cam in that engine, but it was very radical. The heads I had on the engine had similar peak flow, but I am curious of the low numbers. It made 655 hp and 575 torque on a Superflow we tested on in '06. It also had a Victor on it then, but I'll bet the difference is in the low-midlift flow and the very fast lobes we ran on it. It had T&D rockers, 350/1000 for springs, and 1.8 rockers.



With the mufflers and air cleaner, it made 639 hp peak at the EMC that year. I had a 987 score on one of the warm ups, which was 2.300 by the way they score it now. What I thought interesting was that with the better heads I used on the 406 this year, it ended up right at 2.400 even with a flat-tappet cam and OEM journal sizes. I would like to have had the high riser heads on that engine back in '06..........hint, hint. I still have the cam, oil groove and all. You could also test the high riser single four dual plane everyone keeps asking about.....and a 2x4.......and a 2x4 Dove.....heck, that would give you at least another week's work! If you want to bolt the top off my 406 on it when you are done, let me know. I'd send that stuff to you just to see the results.

Blair, I'm using some 110 octane leaded fuel available locally. Flow numbers are as follows:

Lift Intake Exhaust
.100 76 61
.200 141 118
.300 200 168
.400 248 202
.500 285 221
.600 299 236
.700 304 244

The heads aren't anything special, they're just a basic clean up job with 45 degree seats on the intake. The cam is a street roller cam; it takes something like 40 degrees to go from .050" lobe lift to .200" lobe lift. Basically a street engine.

It will be interesting this weekend to see how the engine works with the Victor. I'll be running the 4150 carb, and also a Dominator on the Victor for test purposes. What did you run at the contest for a carb? Even with the Performer RPM intake, this engine is screaming for more carb; vacuum at WOT at the upper end of the RPM range is 1.4 inches.

I think it would be fun to put your 406 heads and cam into this engine and see how it works. Timing may be an issue for me, though, because I'm really trying hard to get all the intake testing done on this engine, and the next engine, before the end of February, so I can stay on schedule with getting my book out in April. We'll see how quickly this testing goes; maybe there's time. I'll be in touch...

Jay Brown
1968 Shelby GT 500 Convertible, 492" 667 HP FE
1969 R code Mach 1, 490" supercharged FE, 9.35 @ 151.20, 2007 Drag Week Runner Up, Power Adder Big Block
2005 Ford GT, 2006 Drag Week Winner, 12.0 Daily Driver
1969 Ford Galaxie XL, 460 (Ho Hum....)
1964 Ford Galaxie 500, 510" SOHC

n/m

This engine looks so much better than the engine a year vago. And should more honestly reflect the HP/TQ differences between the intakes. Great work! Your'e posts are allways interesting, informative and insightfull. Thanks

I figure the 10" Big Blue is for gross flow with particulate filtration but the grey looking pair of 20" vessels has me wondering. In the high temp versions of those 20" housings they are rather cautiously rated at 160F. Im wild ass guessing those are filled with demineralizer cartidges and none of the filter vessels sees fully heated engine coolent water?...