FE Power Forums
FE Power Forums => FE Technical Forum => FE Engine Dyno Results => Topic started by: blykins on August 07, 2020, 08:04:33 AM
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Performance Summary:
Cubic Inches: 449 Dyno brand: Stuska
Power Adder: Nope Where dynoed: Dale Meers Racing Engines
Peak Horsepower: 664
Peak Torque: 614
Horsepower and Torque Curves:
Engine Specifications:
Block brand, material, finished bore size, other notes: BBM Cast Iron, 4.350" bore, 10.150" deck height
Crankshaft brand, cast or forged, stroke, journal size: Custom Scat 4340, Superlight, 3.780" stroke, BBC rod journal
Connecting Rods brand, material, center to center distance, end sizes, bolts: K1 7.000"
Piston brand, material (caster, hypereutectic or forged), dish/dome volume, static CR: Custom Diamond, 8cc dish, 11.5:1 compression ratio
Main Bearings, Rod Bearings, Cam Bearings brand and size: Calico coated Clevite MS1010HXK, Clevite CB743HXNK, Durabond FP-01
Piston rings brand, size, other notes: Total Seal, .043/.043/3mm low tension
Oil Pump, pickup, and drive: Aviaid dry sump, 4 stage
Oil pan, windage tray, oil filter adapter: Aviaid, no tray, billet remote adapter for dry sump
Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"): Lykins Motorsports custom solid roller, 256/264 @ .050", 107 LSA, 105 ICL, .700"/.676" gross lift
Lifters brand, type: Morel Ultra
Timing chain and timing cover: Cloyes billet, factory timing cover
Cylinder heads brand, material, port and chamber information: Trick Flow, aluminum, OOTB port work, 69cc chamber, cut for T&D race rockers
Cylinder head flow in cfm at inches of lift (28" H2O pressure drop):
Intake Exhaust
.100 .100
.200 .200
.300 .300
.400 .400
.500 .500
.600 .600
.700 .700
.800 .800
Flow bench used, location:
Intake valve brand, head size, stem size: 2.190", 11/32", 5.500"
Exhaust valve brand, head size, stem size: 1.625", 11/32", 5.500"
Valve springs brand, part number, specs: Manley NexTek springs, 250/680 spring pressures
Retainers and locks brand, part number, specs: Manley titanium
Rocker arm brand, type (adjustable or non-adj), material, ratio: T&D race rockers, offset intake, 1.8/1.8
Rocker shafts and stands, brand, material: T&D paired
Pushrods brand, type, length: Trend, 3/8", .135" wall
Valve covers, brand, type: NOS M/T, no holes
Distributor brand, advance curve information: MSD Pro Billet, locked out
Harmonic balancer brand: Powerbond race
Water pump brand, type (mechanical or electric): CVR with FE Power adapter blocks
Intake manifold brand, material, porting information: Trick Flow Track Heat, Joe Craine ported
Carburetor(s) brand, type: Quick Fuel Q-950
Exhaust manifolds or headers brand, type: 2" tube dyno headers
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More than once I've had issues with those billet aluminum alternator fans. They work loose and start spinning on the shaft, then start tearing stuff up. I won't use them anymore. Just an FYI.
Nice engine. What's it going in?
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More than once I've had issues with those billet aluminum alternator fans. They work loose and start spinning on the shaft, then start tearing stuff up. I won't use them anymore. Just an FYI.
Nice engine. What's it going in?
I'll have him keep an eye on it. I normally don't use them either, but he requested this particular alternator.
It's a '66 Gal.
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Curious as to what RPM was the HP and Torque max at. Looks nice Brent should get her moving along just fine.
Ok I see it in the guess the HP. Very nice.
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I just want to see a 66 Galaxie road racing
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I just want to see a 66 Galaxie road racing
You and me both, brother. You and me both.
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Hope you don't mind me posting this here Brent, but this is cool as heck! Not a '66 but just a great race from 1982. Listen to the crowd when the big Gal gets hard on the gas and smokes the tires coming around one particular corner. Love this vid.
https://www.youtube.com/watch?time_continue=571&v=uZesmtKZGSw&feature=emb_logo
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Great vid. The Galaxy had great HP and a great driver but, the car that had to be most impressive, was that little 97 CI Cortina.
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Brent, just realized you used the Trick Flow intake, thoughts on it vs the Victor? At what point do you think it makes sense to go single plane vs RPM? I know this is a road race deal so more clear cut use, wondering where the RPM becomes enough of a bottleneck on a street/strip type deal
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That '64 Galaxie sure needed to get rid of the "high water" suspension and put some real tires on it, and it would have run away from the pack. Joe-JDC
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Brent, just realized you used the Trick Flow intake, thoughts on it vs the Victor? At what point do you think it makes sense to go single plane vs RPM? I know this is a road race deal so more clear cut use, wondering where the RPM becomes enough of a bottleneck on a street/strip type deal
Chris, from my viewpoint, it's a better intake than a Victor. Maybe JDC will chime in on that as he was the one that ported this one. It averaged about 450 cfm.
I think the transition from dual to single depends on the displacement and the rpm. Lots of variables there.
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I’m still in a bit of wonderment over the short crank long rod thing with is engine.
Pretty dang cool.
I went back and looked for the print out curve but didn’t see it. Was it all over at 7k or is there more?
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I’m still in a bit of wonderment over the short crank long rod thing with is engine.
Pretty dang cool.
I went back and looked for the print out curve but didn’t see it. Was it all over at 7k or is there more?
It was still gaining 2-3 hp but it was essentially done and there wasn't anything to gain by pulling it to 7500 or higher. Probably would have squeaked out 670 hp if we took it a hair higher.
Short stroke makes for lower piston speed, which would be more reliable for long term. Don't want a big heavy piston because of the short stroke, so we use a long rod to tie the two together. I use a lot of 7-7.100" rod lengths for FE's with shorter strokes.
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Yup I get it.
Just cool.