Bullock's Power Service - 496 TFS dual quad 622 HP / 634 TQ

[My427stang]

Engine use - pump gas street Mustang.

Dyno run -  https://youtube.com/shorts/80sK4qQIBtU

This one has more than it shows, air was the worst of the day, >100 degrees.  It's a monster. and of course, the dyno does the best to correct, but the air wasn't there.  >600 ft lbs from 3800-5150 shows that it was trying with brutal Kentucky air (and so was I)

Performance Summary:
      Cubic Inches:  496            Dyno brand: Stuska
      Power Adder:  N/A             Where dynoed:  Dale Meers Racing, Buffalo, KY
      Peak Horsepower:  622 @ 5800
      Peak Torque: 634  @ 4500

Engine Specifications:

   Block brand, material, finished bore size, other notes: BBM iron, 4.310, CnC squared, aligned, torque plate honed
     
   Crankshaft brand, cast or forged, stroke, journal size: SCAT forged steel 4.25, internally balanced
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  K1 Technologies

   Piston brand, material (cast, hypereutectic or forged), dish/dome volume, static CR: Racetec 4032, 10.3:1

   Main Bearings, Rod Bearings, Cam Bearings brand and size:  Clevite rod and main bearings, Durabond cam bearings

   Piston rings brand, size, other notes: Mahle 1.5/1.5/3.0

   Oil Pump, pickup, and drive:  Melling M57HV, Canton pickup, ARP drive

   Oil pan, windage tray, oil filter adapter:  Canton T-pan, no tray, Ford oil filter adapter

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"):  Custom Lykins hydraulic roller, 115 LSA on 106

   Lifters brand, type:  Morel standard travel

   Timing chain and timing cover: Cloyes 9-position roller, Ford early 427 timing cover, Lykins pointer

   Cylinder heads brand, material, port and chamber information:  Ported Trick Flow aluminum, Manley Viton seals

   Valve springs: PAC Trick Flow 1.55, 170 seat
 
   Rocker arm brand, type (adjustable or non-adj), material, ratio: Lykins non-adjustable 1.76,

   Rocker shafts and stands, brand, material: PoP stands and HS shafts

   Pushrods brand, type, length:  Custom Smith Brothers 5/16, .116 wall, oiling

   Valve covers, brand, type:   Lykins cast alum pentroof

   Distributor brand, advance curve information:  MSD, 36 total
 
   Harmonic balancer brand:  Powerbond

   Water pump brand, type (mechanical or electric):   Iron, powered by electric on dyno

   Intake manifold brand, material, porting information:  Ported BT medium riser dual quad

   Carburetor(s) brand, type: Dual AFS 750s

   Exhaust manifolds or headers brand, type:  Dyno headers

[chilly460]

Some difference in cubes and compression, but otherwise id think this would be close to the 511 you just did.  That much difference in the Victor?? Hp/Tq peak RPMs are very close so I’d think cams are similar size

[My427stang]

Some difference in cubes and compression, but otherwise id think this would be close to the 511 you just did.  That much difference in the Victor?? Hp/Tq peak RPMs are very close so I’d think cams are similar size

I was going to hold posting one of the engines just for that reason LOL.  When 622 hp sounds low, we are in a different world LOL

You can't compare the combos, they are much different than what the list looks like.  An interesting tidbit is the 496 made 600 ft lbs immediately at start of the pull at 3600, the 511 didn't get there until 4300, even with all the cubes.  Really built for completely different use, one race gas, no need for any comforts, the other high vacuum pump gas, air conditioned car, etc.

It makes sense, when you add up dual plane intake vs single, 115 LSA w/ early ICL vs 114 with later ICL and different lobe design, 1.5 points less compression than the 511 (about 5% there alone), different head and intake porters, 15 less cubes, air was slightly cooler for the 496. but pressure and humidity worse, it all adds up.  We did consider putting a single plane TFS TW on it, but he had a lot of money in the intake and honestly, it would have only been for the hero numbers, it would have lost a little down low.

That being said, I think if it wasn't the ridiculous weather, we'd have seen closer to 650 peak



 

[chilly460]

I knew when I wrote that it sounded like a critique vs curiosity, should have said the 496 is about what I’d expect with that combo (just have to look down the page at the 489 you posted).  The 511 seems to be an outlier, especially the torque. 

To be clear, I know the internet and social media is very fickle and “what have you done for me lately”, I appreciate all the info you guys publish. 

[My427stang]

I didn't take it as poking and much as I wanted to make sure that little 496 had it's time in the sun, it's REAL nice.

The 511 has more aggressive lobes with more .200 duration, much more overlap, and although I do not do a lot of the bigger number stuff, my opinion is when you get big airflow capability, compression and a single plane make even more difference.