Hi Drew, I appreciate your honest feedback. I take it as an FE enthusiest wanting to understand the results and interested in helping me to get the most out of my setup. With that said I do have a some thoughts. I just added the actual dyno data to my first post. I believe I captured the relevant data but I have the RAW spreadsheet I can upload if anyone cares. I also think the average #'s are important.

Average HP    482.8
Average Torque 547.9



I definitley know about BP's other builds but I have a several things going against me.

1) Most BP engines I have seen make big power, 666hp with one that had a Tunnel Wedge. I have a dual plane 2x4. Probably losing some top end there. The BP 445ci has almost the same curve as my engine with 40 less cubes which is interesting.

2) My Precision Oil Pumps Melling HV has too much pressure. The posted dyno chart was with 5w20 and I'm still well over 90psi at temp. This is robbing power for sure. I'll be changing the pump out before it goes in the car. I also will be running 10w30.

3) My mechanical water pump and fuel pump. I wanted the reliability of a mechanical water pump and the simplicity of a mechanical fuel pump. I am sure this is costing me HP.

4) My header collector necks down from 3.5" to 3" for my exhaust system. On my merge collectors this is a penalty

5) Camshaft, I wanted a hydraulic roller cam that netted best possible power on pump gas. I didn't even care about vacuum but I ended up with 10inHG so win/win

6) Dyno differences. The Superflow 902 dyno may be different from the Stuska BP uses. I'm not sure if that means a 1% difference or 5% or more but it may be factor.

7) BP didn't build my engine. I think my setup is done well but it doesn't have the BP special sauce. I was warned fairly.

8 )  The stock block was a result of the project changing directions. At one point I was planning on a Shelby aluminum block. I changed directions probably three or four times. If I had to start over I would probably go with a aftermark cast block which would probably get me me a few more ponies. In the end, I went forward with the stock block.

9) For the carbs I had a set of OEM BC/BD 715cfm Holley's that might have been rebuildable but I sold them for more money then the QF cards. I also asked Blair for carbs dialed in to my application. As far as I'm concerned they were spot on correct. I didn't even have to mess with idle mixture.

10) My rotating assy is over kill but is was free and gives me confidence. That was good enough for me.

I hope that answers your questions. I sure would have liked over 600hp but it didn't end up that way for various reason that I understand. I'm not sure what I would do anything different given the requirements I asked for. I am open to ideas/changes but no matter what I'm going to flog this engine for a while. I am very happy with my first FE.    The quarter mile will be the best dyno in my opinion.

John, congratulations on a nice engine. A very good looking one too.

Those are some pretty nice numbers with an especially impressive torque curve. Given a max hp rating at 5500 rpm, that thing should last forever. The graph is pretty interesting, showing the power doesn't just drop after max hp, like is typical, it just kind of floats out there with another 1000 rpm of usable power. It's also interesting to see how much the mufflers and air cleaners drop the torque through the lower part of the power band, yet they seem to help a bit at the lower part of the pull. What type of mufflers and air cleaner set-up did you use? Size of piping?

I'm also curious what that piping is that comes out right above the water pump. It looks like AN fittings, is that coming off a fuel regulator? I'm also curious what timing cover that is?

Thank you very much Doug. I responded to you last because I needed to upload some photos and gather some info. Your car has somewhat been an inspiration for me. My 69 Mach 1 did not have the original 428 in it when I got it in 2013. It actually had a 429 Lima engine. It worked well but I wanted an FE. I intended on finding a 428CJ block but came across a very nice unmollested 427 side oiler which led me down this path. Your past guidance was helpful. Now regarding your questions. It is intesting to see mufflers and air cleaner run start at higher #'s then the max effort configuration. I have no idea why. The air cleaner is a typical Cobra 2x4 with a K&N 1.5" element. The exhaust on the dyno was with 3" pipe back to 3" large turbo mufflers. I don't recall the brand.

The AN fittings by my T-stat are the hardline I made from my pump and filter. I custom made a new fuel log with AN fittings. I was a little concerned if the OEM fuel log could keep up. Here are some early pics of the fuel line build. Notice the filter is tucked in between the timing cover and the T-stat housing. It looks nice and is fuctional but it may suffer cause vapor lock. If that happens I'll run a return line to the fuel tank. I'm already looking at this new tank:http://www.tanksinc.com/index.cfm/page/ptype=product/product_id=489/category_id=135/mode=prod/prd489.htm 

My timing cover is a new Roush unit that was on eBay a while back.

Torque at 1.2 per cubic inch - - looks like a good engine and a good dyno.  The 1100 RPM spread between peaks seems a hair tighter than I often see, but like Doug noted it runs well beyond the peak smoothly.  Should be a very nice package.

Thank you Barry. I was surpised by the peaks as well. The torque starts very low will be hard on my tires and my stall convertor. : )

So the distributor isn't locked and functions normally.... got it.

I have to say, that is a hell of a first FE to own.  Most of us beat the snot out of 360's and 390's forever.

Only one question, why the expense of the Crower Crank and Rods for an under 600hp engine?  Are there plans for the future or?

The distributor has no internal advance. It is locked at 45deg. The curve is programmed in my MSD 6AL2-P. The Crower crank and rods were a gift from my father who was an FE guy and raced for many years. I also wanted the ability to upgrade the engine later on if/when the desire was there.

Here are my initial results. A sincere thank you to Blair Patrick, Craig Bloom at Eastco Machine, Ray Paquet, and especially my own dad for helping make this engine project a sucecss. My dad worked and raced for Ford for 42 years and was an FE guy before I was born. We haven't always been close but this project was a true bonding experience that I'm grateful for. I am very happy with the outcome and can't wait to get the engine in the car. I will be using a 4R70W automatic with a 3000 lockup convertor which should be interesting.  I suspect there is more power in the engine if I changed the mechanical water pump, mechanical fuel pump, HV oil pump causing TOO HIGH high pressure, the 3.5">3" reducer at the end of my collectors and to some extent, the dual plane 2x4 intake. My goal was a great running and reliable engine for the street/strip. Mission accomplished!  -John


Performance Summary:
      Cubic Inches:  488ci                                  Dyno brand: Superflow SF902
      Power Adder:  None                                   Where dynoed: NW Dyno, Gresham Oregon
      Peak Horsepower: 568.3 at 5600rpm       Engine Design, Heads, Cam, Lifters, Pistons, Numerous other items: Blair Patrick
      Peak Torque: 584.3 at 4500rpm               Block machining and short block assembly: Eastco machine, Gresham Oregon
                                                                        Final Assembly: Yours truly




Horsepower and Torque Curves:
Red lines: No mufflers, No aircleaner
Black lines: With aircleaner and mufflers





Video: https://youtu.be/7B82-Q3nIjc

Engine Specifications:
   Block brand, material, finished bore size, other notes: Ford 1971 427ci Side Oiler Service Block, 4.250 .017 over
     
   Crankshaft brand, cast or forged, stroke, journal size: Crower billet, 4.300 stroke, 2.7487 mains
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts: Crower billet, 6.625, Big end dia 2.325, Pin end dia .990

   Piston brand, material (caster, hypereutectic or forged), dish/dome volume, static CR: CP/Blair Patrick, Forged, 10.50 compression

   Main Bearings, Rod Bearings, Cam Bearings brand and size: Clevite

   Piston rings brand, size, other notes: CP Plasma Moly

   Oil Pump, pickup, and drive: Precision Oil Pump M-57AHV with 5/16 shaft (FAR TOO MUCH OIL PRESSURE)

   Oil pan, windage tray, oil filter adapter: Canton 15-820 pan with windage tray. Ford oil filter adapter (larger CJ version) WIX 51515R Oil filter

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050") Blair Patrick Hydraulic roller 611 lift

   Lifters brand, type: Morel Limited Travel

   Idle and Vacuum: Idles best between 950-1000rpm with 10inHG vacuum

   Timing chain and timing cover: Ford Motorsport timing set, Roush cover

   Cylinder heads brand, material, port and chamber information: Bear Block Motors Medium Riser Aluminum/Blair Patrick Prepared

   Rocker arm brand, type (adjustable or non-adj), material, ratio: T&D Street, 1.75

   Rocker shafts and stands, brand, material: T&D

   Pushrods brand, type, length: 3/8 Smith Brothers with oiling hole for rockers

   Valve covers, brand, type: 428 Cobra Jet Finned aluminum with modified baffles

   PCV: Wagner adjustable

   Distributor brand, advance curve information: MSD Pro-Billet 8594 Locked at 45 deg using MSD 6AL2-P

   Harmonic balancer brand: ATI 360deg damper

   Water pump brand, type (mechanical or electric): Edelbrock 8835 Mechanical

   Fuel pump: RobbMc 1100HP mechanical

   Starter: RobbMc

   Intake manifold brand, material, porting information: Ford aluminum MR 2x4 – Port matched

   Carburetor(s) brand, type: Two QuickFuel 750cfm vacuum secondaries/Blair Patrick Prepared

   Exhaust manifolds or headers brand, type: REF Headers with merge collectors/ Blair Patrick designed for FE Mustangs

I plan on 32deg max advance under power. The 40deg is for lean cruise. I have an extra cap with a hole near #1 cyl so I view rotor phasing and adjust. I may go higher than 40deg if I can keep phasing from getting out of hand.

Thanks Royce. I had not thought about rotor phasing. That will throw a wrench into my plans.. : )