Howdy All

Well I’m a happy camper. I have just dyno’d my new engine. This is the first engine that I’ve put together from the bottom to the top on my own. My goal was to build a torque monster that I will be installing in my 79 F350 to pull a 37’ toy hauler . . . everyone has their hot rod build . . .

What I built:
545 – Scat rotating assembly with forged pistons, ‘H’ rods, internally balanced. – 10.5 to 1 compression.
My block was zero decked, torque plate bored to 30 over, line honed main bearing & camshaft journals.
The oil pump is a high volume Ford cobra jet pump that I shimmed with 2 shims prior to installation.
Comp Cam – Extreme Energy 262 H springs & all - set straight up, Comp’s magnum roller rockers, Ford’s push rods for the John Kasse Super Cobra Jet heads.
John Kasse’s alum. Super Cobra Jet heads
Edlebrock’s Air Gap Performer intake
750 Holley dual feed, double pumper – stage 3 upgraded/blueprinted by Jet.
L&L Headers

My goal was to have major low rpm torque, close to 600 ft lbs, with a modest increase in horse power. Obviously, I way overbuilt the bottom end . . . two reasons – 1. I wanted to bullet-proof the engine & 2. IF I ever decide to put the engine in a ‘quicker’ vehicle, all I have to do is change the cam & springs & I have a horsepower engine.

The reason that I am using a shimmed high volume oil pump (High Flow Dynamics, thanks Paul Kane) is that I will be running, ‘lugging’, the engine around 2,000 rpm pulling a 10,000+ lb 5th wheel. I want tons of oil circulation at that rpm. Yes I have a factory oil cooler on it. So far the oil pressure is pretty steady at 60+ lbs up to 70 lbs when it is cold.

The dyno results are 614 average torque from 3,000 to 5,000 rpm with a majority of the torque in the 3,000 range of 650 + torque. I was not able to get the torque from 2,000 up because the engine blew thru that rpm before the Dyno could grab it. I think that I probably am developing around 600 ft lbs at 2,000 rpm. Horse power wise an average of 448 with the upper end being 498 @ 5,000.

Now all I have to do is get the engine into the truck. Can’t wait to feel it in the truck.

Earl

 

I'm always interested in how my DD runs stack up agains the real thing, so I went back to your original question thread about the build and found the DD sim.

You didn't say max torque but you did say 614 avg and 650-ish at 3000. Your HP max of 498 @5000 was right on the DD prediction.

Glad it worked out like we all thought it would. Now get it in the truck!

Brad

 

Thanks Brad

The max torque was 655.97 @ 3,100.

Earl

 

man, that is a HUGE torque monster! I'd love to get my 460 to pump out that much power. Just wondering....how much did all that stuff cost? I'm trying to get into the ballpark of what i'm going to have to pay to get mine built up like that.

 

I have around $10,000 in this engine. I realize that is more than many can or want to invest. I am fortunate that I am in a position to fullfill a long time dream. Also, I wanted to build a bullet proof engine that I can use for a long time.

Earl

 

yeah, that's alot of money to put in a motor, but the way you got it built it should last you a long time. I'm wanting to do about the same thing to the motor i got. I bet those cobra jet heads cost alot. I was looking at a set of edelbrock heads (just get the whole set up, it's a little bit cheaper that way). It will take me a while to get mine like that, but eventually i will.

 

There are better aftermarket options available than Edelbrock heads. Trick Flow street heads will outflow Edelbrock heads out of the box and fully ported but they run about the same price. Kaase will have a new head available within a few months that will outflow the TFS heads for about the same price again.

Awesome job on the stroker Earl!

 

will higher flowing heads always give you better power....is there a limit to how much you can have your heads ported?

 

When you hit water, you've gone toooooo far

 

Thanks Ivan.

You inspired me to get a disk brake kit for my Dana 70 on my 79 F350. Once I get that on, I'll have to run down one of the new Hydroboost (Spelling?) set-up. I will be towing a 10,000+ lb trailer and need all of the stopping power I can get.

Earl

 

Disc brakes and hydro-boost make a HUGE difference in these trucks. Let me know if you have any questions on that along the way, I may be able to help.

 

So there's no real limit to the amount of flow on the heads? What if you have more flow on the intake than the exhaust, will this give you more torque?

 

Flow needs to be matched to the rest of the build. Hogging out the heads doesn't automatically get you more power, just more power potential. The problem is that great big ports that flow a lot of air at high RPM also kill off intake velocity at low RPM. This deals a pretty nasty blow to off-idle throttle response and low-RPM torque.

Your engine is a system and all the components have to compliment each other. Cams are usually the worst culprit (as in 'too much') but head flow can also be a factor. Someone will build an engine for a daily driver/weekend rod but bolt on some massive heads with ports the size of storm drains. Then they wonder why the throttle response is mushy and the low end is lacking.

Brad