Lykins Motorsports 482FE, 538hp/620 lb-ft, towing application...

[blykins]

Performance Summary:
      Cubic Inches:     482     Dyno brand:  Stuska
      Power Adder:    N/A      Where dynoed:  Dale Meers Racing Engines, Buffalo, KY
      Peak Horsepower:  538
      Peak Torque:  620

Horsepower and Torque Curves:  Peak hp was at 5200, peak torque at 3750.   Had 590 lb-ft available at 2500.


Engine Specifications:
   Block brand, material, finished bore size, other notes:  BBM cast iron, 4.250" bore, 10.150" deck. 
     
   Crankshaft brand, cast or forged, stroke, journal size:  Scat steel 4.250"
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  Scat I-beam, 6.700"

   Piston brand, material (caster, hypereutectic or forged), dish/dome volume, static CR:  Custom Racetec forged, 30cc dish, 1.5/1.5/3mm

   Main Bearings, Rod Bearings, Cam Bearings brand and size:  Federal Mogul, Federal Mogul, Durabond FP-01

   Piston rings brand, size, other notes:  Mahle, 1.5/1.5/3mm

   Oil Pump, pickup, and drive:  Melling standard volume, factory style pickup

   Oil pan, windage tray, oil filter adapter:  Moroso factory style pan, 5 quart, no tray, billet filter adapter.

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

   Lifters brand, type:  Morel

   Timing chain and timing cover:  Ford Racing/factory

   Cylinder heads brand, material, port and chamber information:  BBM as-cast, SI 2.250/1.75 11/32 valves

   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:  SI, 2.250, 11/32

   Exhaust valve brand, head size, stem size:  SI, 1.75, 11/32
   
   Valve springs brand, part number, specs:  Comp Cams 930, 140/340

   Retainers and locks brand, part number, specs:  Comp Cams 741, Comp locks

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

   Rocker shafts and stands, brand, material:

   Pushrods brand, type, length:  Trend, 5/16" .080", 8.700"

   Valve covers, brand, type:  Custom Lykins Motorsports

   Distributor brand, advance curve information:  Mallory Unilite

   Harmonic balancer brand:  Powerbond Street

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

   Intake manifold brand, material, porting information:  Edelbrock Performer RPM, no porting

   Carburetor(s) brand, type:  Custom Quick Fuel HR-780

   Exhaust manifolds or headers brand, type:  Dyno headers

[abyars]

That will make a great tow engine.  I'd love to have that much torque at 2500 rpm!!

[Qikbbstang]

That motor is off the charts cool. I want my 427 stroker to be just like the 390 GT motor it came with except on steroids. Your peak HP @ 5,200 nails that perfectly.
      Brent you got to at least post a picture of that mill - maybe even in the truck it's going in. Seriously hate to get on your case, but it can't be that hard for you to take a video of the mill in the dyno room and load it on to photo-bucket - give it a try!

[My427stang]

BB, Brent posts most of them as they happen.

Here are some pics: and the original write up.  Didn't find the dyno run on this one, but I bet he has it.  He gives all his customers a video of the engine on the pump

http://www.network54.com/Forum/74182/message/1433791250

[blykins]

BB, seriously hate to get on *your* case, but I posted this build on the FE forum at least twice.  You just don't pay attention.  Dyno videos are available on my website and on my You Tube channel.  I think everybody knows this except for you. 

[Drew Pojedinec]

*yawn*

https://www.youtube.com/channel/UCvOf9h7GYpruYRV_I3ohy4Q

[TJ]

Seems like when a new engine build first hits the dyno there's enthusiasm but then rarely is there any follow up on how a build worked for its intended purpose.  So here's just a few follow up comments after a year's worth of use (about 6,000 miles) with my 482 built by Brent.

In a nutshell, this build does exactly what I wanted.  I dropped this engine into my '65 F250.  Power band works well with my gearing (NP435 tranny and 4.10 rear).   It's  very capable idling/parking my 10,000 lb camper, merging onto freeway, and taking hills on the interstate with my camper.  I run it fairly fast and steady for a truck (3000ish rpms) on the freeway and it runs smooth.  I believe it has enough guts down low that I could swap in an over drive and pull my camper 70mph at around 2500 rpms.  It's a nice, strong truck-like build that I can see working well in something newer than my '65...especially for someone wanting something ugly strong and fairly simple to maintain and keep on the road. 

[Drew Pojedinec]

Awesome to hear TJ.

Out of curiousity, and perhaps to dispel a rumor....
What does your fuel economy look like?  are you able to eek out double digits?  if so, I'd consider this a MAJOR win on all fronts.

[JamesonRacing]

Seems like when a new engine build first hits the dyno there's enthusiasm but then rarely is there any follow up on how a build worked for its intended purpose.  So here's just a few follow up comments after a year's worth of use (about 6,000 miles) with my 482 built by Brent.

In a nutshell, this build does exactly what I wanted.  I dropped this engine into my '65 F250.  Power band works well with my gearing (NP435 tranny and 4.10 rear).   It's  very capable idling/parking my 10,000 lb camper, merging onto freeway, and taking hills on the interstate with my camper.  I run it fairly fast and steady for a truck (3000ish rpms) on the freeway and it runs smooth.  I believe it has enough guts down low that I could swap in an over drive and pull my camper 70mph at around 2500 rpms.  It's a nice, strong truck-like build that I can see working well in something newer than my '65...especially for someone wanting something ugly strong and fairly simple to maintain and keep on the road.

I have a very similar application - 66 F250 that I pull my 24' enclosed trailer and race car.  Tow weight is around 7500 lbs.  Engine is a stroked 427 marine block, 480 cubes, NP435, but I replaced the original 4.10s with 3.54s.  The numerically lower rear gears have me right where I want to be with RPM, around 2500 on the two lane highways.  Your engine build is making more steam than mine though...something for my wish list   Congrats!

[TJ]

Drew,
Getting 10-11 mpg on the freeway (90%) of my miles.  Work commute is 8-9 mpg ( half of that is stop/go and half is crawling on the rush hour freeway.  Towing the camper is 6.5 mpg.  My stock 390 used to get 11-12 freeway and 8 towing if I stayed below 65, but 7 if I went above 65.

There is some "low hanging fruit" to pluck.  Been thinking like what JamesonRacing mentioned of changing the rear or adding an overdrive.  At 65mph I'm spinning 3000 rpms.  This engine could keep me moving at 65 with 2000 rpms when empty and 2500ish rpms when towing.  With 590 lb ft at 2500 it wouldn't be lugging too bad.  Might squeeze a little more mpg with some carb tuning and a vacuum dizzy, but really like the all around drive ability of Brent's starting point carb tune and non-vacuum dizzy.

JamesonRacing,
My only hesitation with changing the rear end is that I like my slow 1st and reverse for parking the camper and crawling in the field with loads of firewood.  Do you ever find yourself wishing 1st was synchronized...for instance when slowing down for a turn with the trailer is 2nd gear a little too fast?  I can only get into 1st from a stop.  I've looked at several trannies.  I haven't seen any that have a wide enough ratio so I'm thinking about a gear vendor overdrive.  Not sure I want to spend $3k though.  If lightning hit my wife's diesel I might be more motivated.  For out of state trips with the family, I can see this engine going into a rust free dually that's just old enough to be exempt from emissions testing.  I like the idea of a simple, yet strong motor when away from home.

[JamesonRacing]

My only hesitation with changing the rear end is that I like my slow 1st and reverse for parking the camper and crawling in the field with loads of firewood.  Do you ever find yourself wishing 1st was synchronized...for instance when slowing down for a turn with the trailer is 2nd gear a little too fast?  I can only get into 1st from a stop.

First is so low that I can't imagine using it during normal driving.  I only go into first when I'm pulling the trailer and starting from a dead stop.  I have thought long and hard about switching to a five-speed trans.  Would make the driving a whole different experience.  Wish a NV4500 was a bolt-in deal.

[Drew Pojedinec]

Sounds great TJ.

About gearvendors......
I have one in my car.  It's fantastic.  I got it used for next to nothing really.

I'm probably going to get a new one for my truck when I redo it, i like them that much.
As far as I'm concerned a GV is forever..... I'd never sell a vehicle with one in it.  They are super simple to rebuild and pretty much last forever provided you have it wired correctly etc.

A zf5 or nv4500 adapter would be nice for sure, but there has to be something nice about the reliability of a Np435

[TJ]

Drew,  Thank you for the info on the gear vendor.  Just did 200 mostly freeway miles today and was daydreaming about having a GV.  I plan to run this truck a long time and this engine longer.  We'll see.

 This is a great forum to read, I just don't know enough about FE's to contribute.  BTW, name is Terry Jordan and go by '65Ford on the FTE forum.

[FirstEliminator]

FTE?

[Drew Pojedinec]

Ford Truck Enthusiasts.
It's basically 20 people that are really informed on ford truck, 100 people that are slowly improving their trucks, and 10,000 high school kids that know everything.

I'm "DeepRoots" over there.