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March 24 2006 at 9:31 PM</td><td rowspan="2" align="right" valign="top">
Jay Brown (Select Login jaybnve)
Admin</td></tr><tr><td colspan="2">
</td></tr><tr><td colspan="3" valign="bottom"><hr></td></tr><tr><td colspan="3"><!-- google_ad_section_start -->Tomorrow I begin an intake manifold comparo on my brother's 428. Here are the engine specs:

- 428 + .030", stock rods, forged pistons at about 10:1 CR, CJ pan/windage tray
- C6AE heads, CJ valves and very minor port cleanup
- Crane dual pattern hydraulic cam, 272/284, 216/228 @ .050", .531"/.561"
- FPA headers, Holley 750 vacuum secondaries carb

We got the engine set up and fired on the dyno tonight, so we are ready to start testing tomorrow. This engine has been a project of my brother's for over 10 years, and he's not a big engine guy, so I wanted to check it out a little before we fired it. It is completely rebuilt, and has not run before tonight. First we ran a compression test, and got the following number for cylinders 1-8:

165, 190, 175, 150, 185, 180, 185, 180.

I was a little concerned about the variation, especially on #4 at only 150 psi. Next we ran a leakdown test; again, for cylinders 1 - 8:

7%, 6%, 8%, 40%(!!), 5%, 7%, 5%, 8%.

Cylinder #4 was leaking badly through the exhaust valve, and showed 40% leakdown. I don't know if this was a defective valve job, or a result of the engine sitting for the past 8 years since the valve job was completed. In any case, after discussing it we decided to continue with the testing, and pull the head for a valve cleanup after the dyno testing was completed.

So, that is what I know about the components of this engine and its general condition. We had an oil pressure scare early in the evening, but it turned out to be nothing, and the engine fired right up and seemed to run well on the dyno. Tomorrow we will start testing. We are going to try the following intakes:

Police Interceptor
Stock cast iron Cobra Jet
Edelbrock Streetmaster
Edelbrock F427
Edelbrock Performer RPM
Blue Thunder 428CJ

I'm hoping that we will be done testing the intakes by the end of the day Sunday. All the intakes are in UNPORTED condition; no port matching, plenum work, or anything else has been done to them. Also, we will run all of the intakes with the heat riser blocked, but we will run the PI intake with the heat riser open AND blocked, to see if there is a difference.

If you want to play, rank the intakes for peak HP. We will be running the engine from 2500 to 5500 RPM during the dyno pulls. Here are my guesses from best to worst for peak HP:

Blue Thunder
Performer RPM
Cobra Jet
PI
F427
Streetmaster

I could be way off, but one thing for sure: by the end of this weekend barring unforeseen circumstances, I will KNOW which is best.

What do you guys think??



Jay Brown
1968 Shelby GT 500 Convertible, all aluminum 489" 1030 HP Supercharged FE
1969 XL Convertible, 460
1969 R code Mach 1, 706 HP 511" all aluminum FE, 10.457 @ 127.47, 2005 Drag Week Winner, Naturally Aspirated Big Block




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You need to downsize this posting. And this is old news. This test was done quite a few months ago. You also have to remember the results are really only good for this engine combo. He has later done the same engine tested with various multi carb intakes, both 3x2 and 2x4's, single plane, tunnel ram and dual planes. The results there also prove my point, that the results are good on the engine tested only. The top performers in the 2x4's all peaked at or near 410 hp, same as the single four setups. This shows that this engine was peaked out at that level, no matter what you bolted on, it wasn't going to put out any more. So in effect the 2x4 tests were moot. These setups needed a larger, more powerful engine under them to be able to distinguish one from another.

 

Wwwwwwwhhhhhhhhhaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa aaaaattttttttttttttttttttttttttttttttttttttttttttt tttttttttttttttttttttttt?

 

Yeah I cant wait to see Jay get the Big motors done and up on the Dyno...I'd like to see what my Tunnel Ram there will do with more motor and better heads under it??

He's gonna build 3 more engine's this year....one for just low end TQ..and 2 Big inch high RPM spinners!! Should be a good show! Stay tuned..LOL

RJ

 

I was wondering about that. I didn't completely read thru all of it, just hit the high spots, but didn't see anyone else comment on the fact that no matter what was bolted on, that 428 wasn't going to put out any more than 410 or so horsepower. I was surpriseed with the 3x2 results, I figured it would have been better. I know that with the setup on my 331, the results are fantastic.This intake is taller, relative to the heads than an FE intake though. Never dynoed it, maybe I'll get a chance to one day. And on my 427 I had back in the 80's when I switched from the PI intake with a 750 Holley to a Low Riser 2x4 and 600 Holleys, that REALLY woke the 427 up. But it was also bored and stroked to a 454.

 

Yeah it was something that was announced..Jay and I write back in forth a couple times a week... I was just glad to see he was able too finally rule out the Myth about T-Rams..that say they dont produce any Torque down low....LOL.. I had try to tell people that for years.....

RJ