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Old 05-04-2016, 03:26 PM   #646
67shoebox
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Is that a book on top
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Old 05-05-2016, 10:41 AM   #647
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From a customer posted in the NOS section......

Just got home, I am like a kid I am so giddy! Thrilled with it. I find the following three people so awesome, Steve Johnson Induction Solutions, Chris Straub (Straub Technologies) and Scott Foxwell - top notch guys. This is not a track motor, it's a 10.0:1 compression pump gas street terror deal. I drive my car everywhere on the street, so that makes what I need to be a little different than some.

Recap on motor:
Induction Solutions Sledgehammer plate
Gm 572 short block, now w diamond flat tops, upgraded rod bolts
10.0:1, BP 93 pump gas
AFR 335 heads from Chris Straub, Scott Foxwell did some work to them, they are same shop
Super Victor from Straub
1050 AED carb
Straub hydraulic cam, morel lifter. 109 lsa. 270ish/low .700's

To the numbers.......

On motor:
815.9 @ 6200
733.2 @ 5200
Made 629tq at 4200 where we started the pull, flat Tq curve. I'm sure we left power on the table due to limited time, this was not using my carb spacer, plate was on it, etc. I think 850 was maybe possible but I wanted to get to the bottle which is how I run the car.

On 150 shot, took 11 out
983/910

On 350 shot, took out 19 degrees of timing, SAFE first run
1,202.3 hp @6200
1,137.6 Tq @5500 !!! got Torque? Dyno shop / engine builder were blown away by that number, dyno is not customer friendly bull shit deal, he said that's a great number.
Lowest power seen on this jet was 1,181hp

I'm just happy and thankful. I will work the jetting up and timing in due time. But, this was a very successful day for me. We were going to go up another 150, I said no, this was good enough for me.

What to you guys think? Not too bad right? Regardless, it exceeded all of my expectations.
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Old 05-06-2016, 10:26 AM   #648
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Finally had a couple good days on the dyno with the BB Ford. 611 ci. Best on C16 was [email protected] 7900, 939tq @ 6500. Best on Q16 was 1322hp @7800, 949.7tq @ 6500. Made 900tq from 6000 to 7600 on the Q. This thing will pull like a freight train. Ran to 8500 a couple times and still pulling very hard on the dyno. Tune up might have another ten hp on the table but not worth the wear and tear on the engine chasing it. Weather was terrible for dyno day. Headers are on the small side for this CI and rpm. Guessing there's another 20 hp to be had but all in all very pleased. Very happy engine.





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Old 05-06-2016, 10:35 AM   #649
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There's 50 hp in some tuning. Maybe more.
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Old 05-06-2016, 10:45 AM   #650
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Quote:
Originally Posted by Chris Uratchko View Post
There's 50 hp in some tuning. Maybe more.
We tuned quite a bit on this thing. Timing, lash changes, jetting and air bleeds, etc. It goes way fat at the top and we could have chased that but like said...then we're just tuning for our weather (and headers), and this is going to another part of the country. I think we were over 20 pulls and just didn't feel the wear and tear was worth it.
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Old 05-06-2016, 07:21 PM   #651
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build.

Scott, what size headers would you have rather had?
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Old 05-06-2016, 07:38 PM   #652
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Scott,Chris,Excellent build and results.Bill C.
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Old 05-06-2016, 08:07 PM   #653
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Quote:
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build.

Scott, what size headers would you have rather had?
Thanks Lem.
The headers on the dyno were 2.375 x 2.5 stepped into a 5" collector, old set of Hooker Pro Stock BB Chevy headers and we had adapter palates on the heads. The 2.375 just sounds small for a 600" engine making power at 8000 rpm but that's just an assumption on my part. Maybe Wes or someone else that builds headers could chime in. I don't think the adapter plates are helping anything either. Big compromise there. Has 1.86 ex valve.
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Old 05-06-2016, 08:08 PM   #654
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Scott,Chris,Excellent build and results.Bill C.
Thanks very much Bill.
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Old 05-06-2016, 10:08 PM   #655
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Quote:
Originally Posted by scott foxwell View Post
Thanks Lem.
The headers on the dyno were 2.375 x 2.5 stepped into a 5" collector, old set of Hooker Pro Stock BB Chevy headers and we had adapter palates on the heads. The 2.375 just sounds small for a 600" engine making power at 8000 rpm but that's just an assumption on my part. Maybe Wes or someone else that builds headers could chime in. I don't think the adapter plates are helping anything either. Big compromise there. Has 1.86 ex valve.
I have a question. I'm not going to claim I know a whole lot compared to someone like you who builds engines for a living.

My question is, why would cubic inch determine tube size?

The reason I ask is because from what I have read, horsepower would determine tube size and RPM would determine tube length. Now, I understand these two things are not set in stone. Also, when we designed new headers for our 434 SBC, I decreased the tube size from 2-1/8" primary to 2" and the engine liked it but it only made 834 HP.

I would like to learn what other factors would come into play.
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Old 05-07-2016, 10:30 AM   #656
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Quote:
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I have a question. I'm not going to claim I know a whole lot compared to someone like you who builds engines for a living.

My question is, why would cubic inch determine tube size?

The reason I ask is because from what I have read, horsepower would determine tube size and RPM would determine tube length. Now, I understand these two things are not set in stone. Also, when we designed new headers for our 434 SBC, I decreased the tube size from 2-1/8" primary to 2" and the engine liked it but it only made 834 HP.

I would like to learn what other factors would come into play.
CID, piston speed, desired rpm puts demands on both induction and exhaust and determine size needed. From there you can "tune" for HP or Torque.
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Old 05-07-2016, 05:42 PM   #657
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If the high speed was opened up another .002"-.003" I think it would have showed you some more power.
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Old 05-07-2016, 06:20 PM   #658
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If the high speed was opened up another .002"-.003" I think it would have showed you some more power.
That's what we figured. Might have even liked one jet smaller.
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Old 05-07-2016, 09:40 PM   #659
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A little less jet certainly could be the case also.

I know the engine had several 'laps' on the dyno and at some point a guy has to quit beating on it and send it home.....but:

In my experience, getting the excess fuel out of the engine & the fuel curve close are primary to valve lash loops etc. That's where I'd shoot my bullets 1st.
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Old 05-07-2016, 11:01 PM   #660
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Quote:
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A little less jet certainly could be the case also.

I know the engine had several 'laps' on the dyno and at some point a guy has to quit beating on it and send it home.....but:

In my experience, getting the excess fuel out of the engine & the fuel curve close are primary to valve lash loops etc. That's where I'd shoot my bullets 1st.
We did shoot those bullets first. We had two fuel tune-ups to work out. One for C16 and one for Q16. The carbs were set up for the Q. We started with the C16 and that was a day and a half and about 15 pulls to get that tune up sorted out. Probably needed some metering block changes but we got close enough with jets and air bleeds. At the end of the testing for the C fuel, I did an intake lash change. It didn't like it. Did some timing changes and settled on 32*. We went back to the Q tune up and changed fuel. I think we did 5 or 6 pulls on the Q and I wasn't interested in beating on the engine any more to find another 3,4, or even 10hp when the engine is going to a completely different part of the country and the tune will be all together different. We did one air bleed change and one jet change for the Q and saw the direction it was going. Based on that, I can give recommendations on a base line knowing what we know. One more jet and a couple thou on air bleed will straighten out the curve just fine and I didn't need to do another pull to know that. The weather was also terrible both days, changing by the hour for the worse.
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