FE Power Forums
FE Power Forums => FE Technical Forum => FE Engine Dyno Results => Topic started by: aj on February 16, 2025, 10:26:35 PM
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Dynoed at Kuntz & Co
524hp @ 5400
Max torque unknown but was 568 and declining at 4200rpm when data collection started
Block: C scratch 4.17
Crank: 4.25 scat
Rods: eagle
Pistons: mahle dished 10.4:1
Rings: malhe 1/1/2mm
Oil pump: melling 57HV by Precision Oil Pumps
Oil pan: stock CJ no windage tray
Camshaft: Lykins custom hyd roller
Lifters: Morel
Cylinder heads: C80E-N Pocket ported by me 30 years ago. Kuntz valve job using stock stem size.
Springs: Isky 8005sp
Retainers: comp 1732
Head Gasket: FEL 1020
Rockers: Harland Sharp
Shafts/stands/spacers/studs: Precision Oil Pumps
End stands chamfered to clear stock CJ finned alum valve covers
Smith Bros pushrods
Intake: stock ‘69 CJ
Carb 1: 1000cfm dyno carb (made 524hp)
2” open spacer
Carb 2: Holley 735 C9AF-9510-N (made 516hp)
Jetting 68/82. 1/4” stock ‘69 CJ spacer
Distributor: stock ‘69 CJ restored and set up by Tim Oconner years ago. steel gear and petronix module
Wires: Marti replicas of stock CJ
Plugs: autolite 124
38 degrees advance
Dyno headers
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This is a very nice build. Can I assume it will live in a 69 mustang? I’m also curious if anything was done with the intake manifold, gasket match or anything?
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What was the hp peak rpm?
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Looks great!
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Here's the dyno sheet. Peak hp at 5400. I guess Kuntz had dyno parameters to start data at 4200rpm. Looking at numbers, torque was on the backside of curve by then (568). No idea what the peak torque was or at what rpm.
Engine will be going into my 70 GT500. The project migrated to a concourse restoration but I'd already committed to engine build so it's overkill for purpose. Maybe after a few shows, I'll get to have some fun with it.
The intake is port matched to heads.
Couple things I forgot to mention:
Kuntz broke in the engine with short pulls using progressively increasing timing advance 32/36/38 degrees etc. It liked 38.
735 CJ carb came from Drew Pojedinec. I increased jets a few sizes over stock anticipating dyno headers and carb
Has rebuilt stock water pump
Next it'll get concourse resto make-up and hairdo treatment incl. repaint, CJ exh manifolds w/Thermactor smog tubes, etc.
Idea: For this sort of resto CJ build, it would be cool if someone offered a stamped steel, simulated windage tray that could be installed laced between with two oil pan gaskets to give the outward appearance that engine had a windage tray within.
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Nice power curve, should be a real fun ride !
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Thanks. I hear wheel hop is like riding a bicycle.
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Sent you a PM
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So why aren't you just running a stock Ford windage tray? It will clear a Scat stroker crank? I do modify mine with holes over the main caps for better drainback and a little cutback for dipstick clearance.
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Jim, i don’t have a compelling reason why i’m not using one. Other than the engine didn’t have one when i disassembled it. Guessing previous owner didn’t reinstall it when they overhauled it in the 1970’s. I’ve eyeballed several NOS trays on ebay, maybe i even bid on one at some point in the past…can’t recall… but never got my hands on one. Is your scat crank a 4.25”. If so good to know and i’ll definitely consider it again.
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They don't really do anything. If anything, they impede oil drainback. I wouldn't rush out to buy one unless you're doing it for aesthetics.
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In my situation, concourse resto, external aesthetics are important. Hence the reason i think a simulated windage tray shim to be installed with 2 oil pan gaskets would be a cool product. Especially if it replicated the earlier pre-70 trays that didn’t have the perimeter notches that are commonly seen on most nos trays.
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Yes, 4.25 Scat crank. Here is a picture of my modifications which I think will improve drainback.
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Pretty awesome bones for sure.
Should be a great ride, and considering the top end it performed pretty darn well.
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I've been thru a lot of the factory trays, and at least half have been modified in various ways, assumed to be to let the oil drain thru better