FE Power Forums
FE Power Forums => FE Technical Forum => FE Engine Dyno Results => Topic started by: Royce on October 07, 2017, 12:22:10 PM
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#5 is EFI tunnel ram #12 is 1050 Quickfuel on a Strip Dominator
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Great job Royce! Too bad you can't somehow combine the low end torque of the EFI setup with the top end power of the carb setup...
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Royce, is that the actual EMC dyno sheets? Did the rework actually help both torque and horsepower? Joe-JDC
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Joe those are the actual corrected numbers from the EMC dyno.. Those are 2 of the 3 pulls selected to determine the score.. The EMC dyno numbers exceeded the score on Jay's dyno, and I was happy to see both 500 tq and horsepower from the EFI manifold. I initially thought the additional work you did to the runners on the EFI helped the top end. When I looked back to the numbers I had from Jay before the mods, and by doing some comparative math, in the end there was really no difference from 6000-6500 before and after porting.. It is however a very streetable and potent manifold combo.
Jay has a stingy dyno LOL
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Jay has an accurate dyno ;D
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in the end there was really no difference from 6000-6500 before and after porting..
Starting to see this more and more. Are we wasting money (except max effort engines) on porting?
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in the end there was really no difference from 6000-6500 before and after porting..
Starting to see this more and more. Are we wasting money (except max effort engines) on porting?
First, a qualifier: I have worked on Royce's manifold four times for totally different flow characteristics, looking for the ABSOLUTE best combination for that particular intake manifold, and we both decided a final tweak might be just the little extra needed to increase his score so that it would be the best of all the intakes tested for the EMC. It is a marine EFI for SBC, and when I first ported it, it flowed 443 cfm average each runner. Next, I filled the runners with epoxy and reshaped them oval and dropped the flow down to 370 cfm average, torque was up, horsepower was down. The third time, I opened them up to 390 cfm average, and torque was better, horsepower was up, but the carbureted intake was just a tad better. I suggested taking some more of the epoxy out but leaving the exit small trying to speed up velocity and hopefully filling the cylinders better without losing the torque, and helping the horsepower. With a week to EMC, Royce overnighted the intake to me, and I brought the flow up in each runner to just over 400 cfm average, and overnighted it back to him. He did not have time to dyno test it again, but installed it on his engine and got it running so that he could make three or four pulls at EMC, and then do the intake manifold change to carburetor for a comparison, and pick the best score for his entry. He did a marathon job, and with Doug's help made it all come together at UNOH. Porting heads and intakes will always pick up horsepower and torque if done properly, but each combination reaches a point where there is nothing else to be gained, but only loss IF you go bigger. Joe-JDC
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Thank you Mr. Joe
I hope you didn't think I was besmirching your craft/art.
I have the utmost respect for what you do.
I get that you were trying different paths.
I guess my comment is really misplaced here as us neophytes tend to lump "porting" into to large a category that includes anything done to an as cast port. Such as port matching. What you do is way beyond that.
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When we changed to the carb intake, we noticed that the part of the intake gasket that divides ports 3 & 4 had torn away and was gone. There was no time to fix it, so we just stuck the intake on and Royce ran it that way. I was concerned that it may have a negative effect on AF ratios, or worse, cause one of those cylinders to go lean. Obviously not good at WOT and 6000 rpm. As it turns out, it didn't seem to have much, if any, effect on it. I'd guess it would have made a difference on the street, but at WOT the engine didn't seem to care much. I supposed that with a shared plenum it just wasn't that big of a deal.
Thanks again, Royce, for the experience. I'll get those pictures sent out this evening.
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Joe's porting on the heads and intake took this engine from maybe making 350-375 horse to over 500.. We kind of hit a wall at this point and no matter what we throw at it, there are no significant gains to be had.. In my opinion the combustion chamber shape and valve placement would need to be greatly modified to make any more power, and that is out of reach with my skill level.. Now if Kaase was involved...... LOL
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I'm impressed Royce, with both your and Joe's work. Great job!