1967 Ford Fastlane street motor.

[475fetoploader]

Performance Summary:
      Cubic Inches:    519           Dyno brand:
      Power Adder:   No thanks            Where dynoed:south pittsburgh, Tennessee
      Peak Horsepower:792
      Peak Torque:693

Horsepower and Torque Curves: 792@6600, 695around4900


Engine Specifications:
   Block brand, material, finished bore size, other notes:BBM block, finished up at 4.345
     
   Crankshaft brand, cast or forged, stroke, journal size:RPM steel, 4.375
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:Oliver Billet 6.700

   Piston brand, material (caster, hypereutectic or forged), dish/dome volume, static CR
    CP pistons 15.5cc dish.  Static 11.5:1


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

   Piston rings brand, size, other notes:

   Oil Pump, pickup, and drive:M57B touched up

   Oil pan, windage tray, oil filter adapter:Canton pan/pickup

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050") Custom Solid Roller. .700 at valve

   Lifters brand, type:Crower

   Timing chain and timing cover: Billet chain, stock cover

   Cylinder heads brand, material, port and chamber information: BPE latest “Street” Pro Port
    74cc chamber


   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:

   Exhaust valve brand, head size, stem size:
   
   Valve springs brand, part number, specs:

   Retainers and locks brand, part number, specs:

   Rocker arm brand, type (adjustable or non-adj), material, ratio BPE edition T&D bushed rockers


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

   Pushrods brand, type, length:

   Valve covers, brand, type: Jay Brown very nice cast aluminum



   Distributor brand, advance curve information:MSD billet

   Harmonic balancer brand:Powebond


   Water pump brand, type (mechanical or electric):electric for dyno. Will install CVR with Jay Brown adapters

   Intake manifold brand, material, porting information: BBM tunnel wedge light clean up


   Carburetor(s) brand, type Holley 4224 center squirters, upgraded with screw in air bleeds, and QFT jet plates.

    I will try to get a video, and the dyno sheet up here, I’m not the most talented guy with computers. 

[Stangman]

That’s a bad girl there

[6667fan]

Wow!
What fuel type?
That cam must be another step up the ladder from mine.
Cool

[CaptCobrajet]

There’s a few more inches there Jim, and a little bit more cam.  Where Brady is, there is only 91 octane at the pump.  It probably needs 75/25 mix with some 110 or C12 just for insurance against detonation.  When you approach 100 hp per cylinder, the more detrimental it is if it detonates under full steam.  I’m sure a person could drive it around on 91, but I wouldn’t risk it when 25% of something better mixed with it removes the risk. 

There was 25-30 horsepower gained during the tuning process.  With the baseline tune, it made 766 hp on the second pull.  By the time we got it nice, it made 792 hp.  The extra power is a bonus, but I do it to make sure the distribution is healthy throughout all cylinders.  Long term health of the engine is definitely extended.  I like two carbs so much better than one in that regard.  You have equal length runners, and you can dial in eight jets and sixteen air bleeds to talk to eight cylinders much better.

[475fetoploader]

C12 for the dyno.  I’m sure around town I will be mixing, or maybe 100ll.  I’m super excited though.

[6667fan]

Excited, oh yes.

Just as a note, we drained the carbs on the last pull with mine and filled ‘em with C12. The shop owner told me not to expect much. He was right. Actually lost a little power.

[Stangman]

What is the difference between the new BBM B head combo and the BP street pro ports.

[CaptCobrajet]

The B head is pretty close.  The intake port is slightly better in a head like Brady’s.  The exhaust in the B head is slightly better than Brady’s.  The B exhaust port won’t quite fit the Pro Port water jacket core without making a thin spot.  The better intake would overcome the difference in the exhaust, so all things considered, Brady’s version Street Pro Port is still superior. I haven’t run them back to back on the same engine, but they should be pretty close.   There is a 520 coming through soon, not a street duty piece, with .800 lift, more compression, and B heads. We’ll see how that shakes out but my guess is it will motor right on  past 800 fairly easily.  The F version BBM on a big bore, probably slightly better than the Street Pro Port.  To get better than the F version BBM in my stuff, I have ports for the Pro Port castings that are moved from “stock” locations…….intake and exhaust. Intake manifold mods get more expensive at that point.

[My427stang]

Certainly a runner, nice numbers