Sleeper CP
07-15-2007, 01:59 PM
Ford Lovers: 565 Dyno Sheet.
Actually I think any gear head will appreciate this. I pulled the engine off the dyno on Thursday with mixed emotions. The engine actually came off the dyno exactly at my maximum theoretical HP number. The only problem is, my number was to low. And the fact that we chased our tail's for one and a half hours on set up and two hours of run time a total of 3 1/2 hrs waisted. Talk about a "piss off" wow. That part of the day was very frustrating the good part was we finished at 935 HP at 7,000 and 765 lbs. ft at 6,000
Here is the other part of the encouraging news. We all feel as the engine sat when we were done (time & $$) constraints stopped us at 9 hrs. That she had 15-20 Hp left in her. This is the 4th time the 565 has been on the dyno and the only time I didn't put Mobil 1 synthetic in the oil pan after 12-15 pulls. The last 3 times she picked up 10-12 HP with the Mobil 1 in the pan. The other HP left on the table was jetting, we left it fat with A/F of 12.30 average at max HP. We were having carb problems, a very frustrating first for me on any of my engines that I have had on the dyno before.
For you airflow guys out there we made these numbers using my old Holley # 9375 done by Barry Grant in 1990. It was tuned up by C & J Engineering two weeks ago because it had been sitting for so long under cover out side it got messed up. That was a huge part of our tuning problem. It was not C & Js fault though. John at C & J set up the carb assuming the numbers I had given him in the past about the engine. It made 855 HP with a BSFC of .48 so that's how he set up the carb. Boy was that off.
The new engine is running a set of first generation 1990 A-460 Ford Motorsport heads. My buddy Geoff Mummert of Mummert Machine and Development totally reworked the heads with a revised combustion chamber shape for a very fast burn and fully ported with a 2.40 titanium intake valve. It has the same solid roller as before but I got a set of T&D shaft rockers from another friend , Greg Gosset at Total Performance, that are a 1.8 ratio. Greg set up the shaft rockers for me. And then I added a Trick Flow Systems high rise single plane intake. See pictures, the carb pad is 4" taller than the old style high rise intake. We wanted to run them back to back on the dyno but no time to do it. In any case, with all of the "trick" changes that were added to the engine the old base line of 855HP and a BSFC of .48 was worthless to us.
The current engine's BSFC is an incredible .366 which means this engine is using approximately 90 lbs. less fuel per hour than was expected. I guess Geoff did a great job on his "fast burn" chamber.
The Carb is off to C&J this week to get re-calibrated for the new numbers. There are a couple of changes he wants to make on it.(Edit correction I re-did the math, this time I used a calculator instead of my head, the .366 BSFC equates to approx. 106 lbs. less of fuel per hr. or approx. 17.5 gal per hour less fuel burned)
Lastly, the engine was pulling 1.4" of vacuum at 7,000 rpm's. John at C & J about shit when I told him that. He said " pull that damn 1050 off there and put on a 1250 and you pick up 50-60 HP. That poor engine is sucking through a straw"
So this coming winter, if I have the money I'll get a 1250, 10 quarts of Mobil 1 and shoot for a 1,000 HP. If that doesn't work I can always put a vacuum pump on it and pick up 25-40 HP. Oh it never ends does it:D :D :)
A few spec's on the engine: 565 " 4.600 bore 4.25 stroke, 11.8:1 compression, A-460 heads w/2.40 ti intakes and 1.8 T & D shaft rockers,
custom roller cam by Danny Crower( CrowerMotorsports) approx .760 net lift Dur@ .050 278int/284ex Nitrous Cam.
All numbers posted are: All Throttle, no bottle. Power pull # 7.(Because of the 3.5 waisted hours we only made 10 full power pulls :mad: :mad: :( )
Thanks for indulging me. Hope to meet a few of you guys over the next couple of Summer's.
Lastly, I didn't build or assemble this engine. I just spec'd it out and paid for it. I give lots of thanks to my friends: Geoff Mummert( Mummert Machine and Development) Gregg Gossett (Total Performance) and old time drag racer Randy Walls (Super Nova, Nostalgic drag racer) who re-built the short block for me in between racing his car this Summer. Thanks Guys it would not have gotten done with out you.
Sleeper CP
Jon
http://i201.photobucket.com/albums/aa150/Sleepercp/scan0008.jpg?t=1184541806
http://i201.photobucket.com/albums/aa150/Sleepercp/scan0006-1.jpg?t=1184542562
Actually I think any gear head will appreciate this. I pulled the engine off the dyno on Thursday with mixed emotions. The engine actually came off the dyno exactly at my maximum theoretical HP number. The only problem is, my number was to low. And the fact that we chased our tail's for one and a half hours on set up and two hours of run time a total of 3 1/2 hrs waisted. Talk about a "piss off" wow. That part of the day was very frustrating the good part was we finished at 935 HP at 7,000 and 765 lbs. ft at 6,000
Here is the other part of the encouraging news. We all feel as the engine sat when we were done (time & $$) constraints stopped us at 9 hrs. That she had 15-20 Hp left in her. This is the 4th time the 565 has been on the dyno and the only time I didn't put Mobil 1 synthetic in the oil pan after 12-15 pulls. The last 3 times she picked up 10-12 HP with the Mobil 1 in the pan. The other HP left on the table was jetting, we left it fat with A/F of 12.30 average at max HP. We were having carb problems, a very frustrating first for me on any of my engines that I have had on the dyno before.
For you airflow guys out there we made these numbers using my old Holley # 9375 done by Barry Grant in 1990. It was tuned up by C & J Engineering two weeks ago because it had been sitting for so long under cover out side it got messed up. That was a huge part of our tuning problem. It was not C & Js fault though. John at C & J set up the carb assuming the numbers I had given him in the past about the engine. It made 855 HP with a BSFC of .48 so that's how he set up the carb. Boy was that off.
The new engine is running a set of first generation 1990 A-460 Ford Motorsport heads. My buddy Geoff Mummert of Mummert Machine and Development totally reworked the heads with a revised combustion chamber shape for a very fast burn and fully ported with a 2.40 titanium intake valve. It has the same solid roller as before but I got a set of T&D shaft rockers from another friend , Greg Gosset at Total Performance, that are a 1.8 ratio. Greg set up the shaft rockers for me. And then I added a Trick Flow Systems high rise single plane intake. See pictures, the carb pad is 4" taller than the old style high rise intake. We wanted to run them back to back on the dyno but no time to do it. In any case, with all of the "trick" changes that were added to the engine the old base line of 855HP and a BSFC of .48 was worthless to us.
The current engine's BSFC is an incredible .366 which means this engine is using approximately 90 lbs. less fuel per hour than was expected. I guess Geoff did a great job on his "fast burn" chamber.
The Carb is off to C&J this week to get re-calibrated for the new numbers. There are a couple of changes he wants to make on it.(Edit correction I re-did the math, this time I used a calculator instead of my head, the .366 BSFC equates to approx. 106 lbs. less of fuel per hr. or approx. 17.5 gal per hour less fuel burned)
Lastly, the engine was pulling 1.4" of vacuum at 7,000 rpm's. John at C & J about shit when I told him that. He said " pull that damn 1050 off there and put on a 1250 and you pick up 50-60 HP. That poor engine is sucking through a straw"
So this coming winter, if I have the money I'll get a 1250, 10 quarts of Mobil 1 and shoot for a 1,000 HP. If that doesn't work I can always put a vacuum pump on it and pick up 25-40 HP. Oh it never ends does it:D :D :)
A few spec's on the engine: 565 " 4.600 bore 4.25 stroke, 11.8:1 compression, A-460 heads w/2.40 ti intakes and 1.8 T & D shaft rockers,
custom roller cam by Danny Crower( CrowerMotorsports) approx .760 net lift Dur@ .050 278int/284ex Nitrous Cam.
All numbers posted are: All Throttle, no bottle. Power pull # 7.(Because of the 3.5 waisted hours we only made 10 full power pulls :mad: :mad: :( )
Thanks for indulging me. Hope to meet a few of you guys over the next couple of Summer's.
Lastly, I didn't build or assemble this engine. I just spec'd it out and paid for it. I give lots of thanks to my friends: Geoff Mummert( Mummert Machine and Development) Gregg Gossett (Total Performance) and old time drag racer Randy Walls (Super Nova, Nostalgic drag racer) who re-built the short block for me in between racing his car this Summer. Thanks Guys it would not have gotten done with out you.
Sleeper CP
Jon
http://i201.photobucket.com/albums/aa150/Sleepercp/scan0008.jpg?t=1184541806
http://i201.photobucket.com/albums/aa150/Sleepercp/scan0006-1.jpg?t=1184542562