looking for stump pullin torque
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looking for stump pullin torque
ive searched all the threads on here and get many different answers but none really that i think are what im looking for. i just bought a f350 4 door dually with a 460 c6 and 10.25 with 4.10 gears. im looking for as much torque as i can get as im going to use the truck for pulling everything and anything not really a racer. as far as i know its a stock motor with headers and holly carb not sure what one but i plan on replacing it too. any help would be great and gas milage is not a care and it will be a daily driver
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also if i were to build a say a lower number motor say 400lb-ft motor and then later turbo or supercharge it would this still get me to around 500lb-ft or more fairly easy. and i know its not a bolt in and go easy
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Recipe for pump gas daily driver with maximum off-idle torque and daily driveability
- D3 heads massaged by Paul Kane or Scott "The Mad" Porter
- Compression ratio in the 9.1-9.2 range
- Stock intake port-matched and extrude-honed
- 650 cfm carb (and no larger!)
- Tri-Y headers with primaries no larger than 1-7/8"
- STANDARD volume oil pump
- STANDARD volume water pump
- Stock DuraSpark ignition, blueprinted and recurved
- Stock reciprocating assembly, inspected and carefully balanced
- Crane Roller Cam part number 359351 (grind # 325-2S-14) and all necessary vavletrain components for roller cam duty
DD predicts:
RPM - HP / Torque
2000 - 209 / 549
2500 - 264 / 554
3000 - 318 / 557
3500 - 371 / 557
4000 - 411 / 540
4500 - 438 / 507
5000 - 427 / 448
5500 - 398 / 380
The very first thing you should notice is the torque curve, or lack thereof. The torque numbers are almost identical from just off idle to right at 4000 RPM. That's a 3000+ rpm sweet spot that's just right for muscling around a heavy daily driver. Better yet, this combo is maximixing efficiency at the most used RPM range for daily applications and may very well return slightly better economy numbers than a stocker. That is, presuming you can keep your foot out of it.
Brad
- D3 heads massaged by Paul Kane or Scott "The Mad" Porter
- Compression ratio in the 9.1-9.2 range
- Stock intake port-matched and extrude-honed
- 650 cfm carb (and no larger!)
- Tri-Y headers with primaries no larger than 1-7/8"
- STANDARD volume oil pump
- STANDARD volume water pump
- Stock DuraSpark ignition, blueprinted and recurved
- Stock reciprocating assembly, inspected and carefully balanced
- Crane Roller Cam part number 359351 (grind # 325-2S-14) and all necessary vavletrain components for roller cam duty
DD predicts:
RPM - HP / Torque
2000 - 209 / 549
2500 - 264 / 554
3000 - 318 / 557
3500 - 371 / 557
4000 - 411 / 540
4500 - 438 / 507
5000 - 427 / 448
5500 - 398 / 380
The very first thing you should notice is the torque curve, or lack thereof. The torque numbers are almost identical from just off idle to right at 4000 RPM. That's a 3000+ rpm sweet spot that's just right for muscling around a heavy daily driver. Better yet, this combo is maximixing efficiency at the most used RPM range for daily applications and may very well return slightly better economy numbers than a stocker. That is, presuming you can keep your foot out of it.
Brad
Last edited by Brad Johnson; Mar 1, 2006 at 12:11 PM.
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Joined: Mar 2002
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High Torque 460 Hydraulic Cam
Comp Cams has a great truck cam. They make it for motorhomes with a 460. With DOVE-A heads 9.5:1 compression with 2.19 and 1.76 valves headman headers, 600 cfm stock 4180 carb this is what I got on desk top dyno simulation:
HP/TQ
2000 rpm
212/557 peak TQ 557
2500 rpm
263/552
3000 rpm
312/546
3500 rpm
357/535
4000 rpm
387/521
4500 rpm
422/493
5000 rpm
428/449 peak HP 428
5500 rpm
414/396
6000 rpm
378/331
It costs lots less than converting to roller hydraulic cam. Read the web site on the new hydraulic cam break in procedure. It requires special lubricant containing zinc.
Cam is Comp Cams 34-228-4 grind 252BH-10
Not bad for a cheap hydraulic grind.
Strong truck motor.
HP/TQ
2000 rpm
212/557 peak TQ 557
2500 rpm
263/552
3000 rpm
312/546
3500 rpm
357/535
4000 rpm
387/521
4500 rpm
422/493
5000 rpm
428/449 peak HP 428
5500 rpm
414/396
6000 rpm
378/331
It costs lots less than converting to roller hydraulic cam. Read the web site on the new hydraulic cam break in procedure. It requires special lubricant containing zinc.
Cam is Comp Cams 34-228-4 grind 252BH-10
Not bad for a cheap hydraulic grind.
Strong truck motor.
Last edited by BBF250; Mar 3, 2006 at 02:23 PM.
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Elder User
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Which airflow numbers were you using for the sim? The off-idle torque number looks awfully high for a mild hydraulic.
And my opinion is the 9.5 CR is a little steep for what is basically a utility engine. Needs to be ever-so-slighly lower to be a little more forgiving on those long, hot hauls when premium gas isn't available.
Brad
And my opinion is the 9.5 CR is a little steep for what is basically a utility engine. Needs to be ever-so-slighly lower to be a little more forgiving on those long, hot hauls when premium gas isn't available.
Brad
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Junior User
Joined: Mar 2002
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Head Flow
I ported the heads and used big valves and used the flow numbers from
http://www.reincarnation-automotive....r-index-1.html
for the simulation.
Engine building is not just about one factor. The 9.5:1 works fine. I'm at 4000 feet so its like 8.5:1. Also I set the quench distance at 0.035 inches for maximum turbulence. It doesn't ping even when I'm at lower altitudes or when pulling a heavy load (21 foot car trailer with race car) up a steep grade for miles.
See:
http://www.speedomotive.com/Building%20Tips.htm
I also used a multi-index crank sprocket to set the cam timing. I did not use the post 73 "smog" gears.
I also sized the carb based on the expected RPM and VE of the simulation. See the equation on:
http://www.jason.fletcher.net/tech/offsite/math.htm
I don't expect the simulation to be right on but I do think that the general shape of the curve is probably accurate. For the simulations I use the theoredical information not the information at 0.05 since I've found that it give more realistic simulations.
http://www.reincarnation-automotive....r-index-1.html
for the simulation.
Engine building is not just about one factor. The 9.5:1 works fine. I'm at 4000 feet so its like 8.5:1. Also I set the quench distance at 0.035 inches for maximum turbulence. It doesn't ping even when I'm at lower altitudes or when pulling a heavy load (21 foot car trailer with race car) up a steep grade for miles.
See:
http://www.speedomotive.com/Building%20Tips.htm
I also used a multi-index crank sprocket to set the cam timing. I did not use the post 73 "smog" gears.
I also sized the carb based on the expected RPM and VE of the simulation. See the equation on:
http://www.jason.fletcher.net/tech/offsite/math.htm
I don't expect the simulation to be right on but I do think that the general shape of the curve is probably accurate. For the simulations I use the theoredical information not the information at 0.05 since I've found that it give more realistic simulations.
Thread Starter
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Posting Guru
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what or who would be the best place to have a set of heads ported im in illinois so hopefully someone knows a place close that could do it but if not thats ok too also does anyone know of a good ford mechanic in this area since the local one here is a "rock" shop and said the famous well its all the same on machine work there just different blocks and i dont like to hear that i want a guy who knows fords and sorry for the long post
