Guess the horsepower on a little pepped-up 390....

[blykins]

Another "guess the horsepower" game.  Same rules as the last ones.....closest without going over wins some Lykins Motorsports paraphernalia.   Again, as before, I will be posting UNCORRECTED numbers, so use that little tid-bid in your final guess.  I will probably ask Jay if he will do the calculations and post corrected numbers as he did last time.

I'll even add another incentive:  if anyone guesses the exact horsepower and the exact peak horsepower rpm, they will receive a free set of my new non-adjustable roller tip rocker arms. 

I'm waiting on pushrods and a few odds and ends to show up, but I plan to have this on the dyno around the first week of December.  Long block is assembled and just need to do a little mill work on the intake manifold. 

As for the engine:

*Block is a C6ME block, 4.060" bore, with a 10.145" deck height.  Block has had cylinder vents drilled in the block's bulkheads.  Bored/honed with torque plates, square decked with a BHJ fixture, and align honed with ARP main studs.  Block has been half-filled with Hard-Blok.  All major galleys have been drilled/tapped for screw-in plugs.  Block has been fitted with bronze lifter bore bushings, with BHJ fixture.

*Crankshaft is a factory 2U 390 crankshaft, cut .020" on the rods and .010" on the mains.  Has been balanced with new pistons/rods/etc.

*Connecting rods are Molnar 6.490" rods, with factory FE rod journals.

*Bearings are Calico coated Federal Mogul rod bearings, Federal Mogul 125M10 main bearings, and Durabond FP-33 camshaft bearings.

*Cloyes billet timing set

*Pistons are custom Racetec pistons, with a 4cc dome.  They hang .010" out of the block. 

*Piston rings are Mahle 1mm/1mm/2mm rings. 

*Oil system consists of a Melling HV pump, with a Milodon pickup and front sump oil pan.

*Cylinder heads are C8OE-N heads.  They are the end result of some spare parts laying around and quite a bit of labor.  They have been steelabrated, had bronze guides installed, and have been ported.  Intake valves are titanium XCeldyne valves, 2.080" diameter, with a 7mm stem.  They weigh 85g.  Exhaust valves are custom Ferrea stainless valves, 5/16" stem, with a 1.630" head diameter.   They also weigh 85g. 

Flow numbers are as follows:

.1  62/54
.2  126/107
.3  197/134
.4  260/156
.5  279/171
.6  281/183
.7  289/191

Intake port volume is 162cc.

*Compression ratio is 12.1:1

*Valve springs are Comp Cams conical springs with PAC titanium retainers.  Spring pressures are at 200/500. 

*Camshaft is one of my custom billet core hydraulic rollers.  259/267 @ .050", 114 LSA, 107 ICL, .630"/.630" lift.

*Lifters are Morel hydraulic roller lifters.

*Pushrods are custom Trend 3/8", .135" pieces, with H13 ends.

*Rocker arms are my new non-adjustable roller tipped pieces.  I have added Precision Oil Pumps billet stands and end stands.

*Ignition includes an MSD Pro Billet distributor that has been fitted with a steel gear and locked out.

*The top of the engine consists of an as-cast BBM Tunnel Wedge, topped with a pair of 1" Super Suckers, and a pair of Drew's 1850 carbs.

*I will be turning a mechanical water pump off the crankshaft.

*I will be using a header-vac setup.

[shady]

491 @ 6250

[machoneman]

551 hp @ 6,675 rpm, 497 ft/lbs. My last change with new cam data! 

Opphs! Missed the rpm factor. See above.....

[Dumpling]

539 HP @ 6,100 rpm

[blykins]

Bob, I think I've got maybe $500-600 in valves.  Bought the intake valves brand new off of Ebay and had the stems cut down and regrooved....ordered the exhaust valves new from Ferrea. 

With the exception of the intake manifold and the port work on the heads, the engine was pretty inexpensive to build.  I've had the block sitting here, fully machined, for a couple of years.  It was all steelabrated and looked beautiful a couple of years ago, but it's been stuck in the corner of the shop for awhile and looks a little crummy.  Once painted on the outside and coated with oil on the inside, it won't know that it used to be beautiful.

I found a good deal on the heads last year and bought those. 

Sometimes we see the easy way out and opt for new aftermarket heads, stroker kits, etc., but sometimes we just wanna do it a different way. 

This engine is going to be a nice mule for me for awhile and its first task is to give my new rockers a whoopin'.

[blykins]

BTW guys.....that camshaft duration is at .050", not advertised.  I'll let you change your guesses. 

[My427stang]

Uncorrected HP - 551 @ 6900 RPM

Going to be an evil little screamer....

[machoneman]

Good to know on the valves as I guessed the $ would be far more. And yes, I''l change my guess a tad on the new cam data.

Bob, I think I've got maybe $500-600 in valves.  Bought the intake valves brand new off of Ebay and had the stems cut down and regrooved....ordered the exhaust valves new from Ferrea. 

With the exception of the intake manifold and the port work on the heads, the engine was pretty inexpensive to build.  I've had the block sitting here, fully machined, for a couple of years.  It was all steelabrated and looked beautiful a couple of years ago, but it's been stuck in the corner of the shop for awhile and looks a little crummy.  Once painted on the outside and coated with oil on the inside, it won't know that it used to be beautiful.

I found a good deal on the heads last year and bought those. 

Sometimes we see the easy way out and opt for new aftermarket heads, stroker kits, etc., but sometimes we just wanna do it a different way. 

This engine is going to be a nice mule for me for awhile and its first task is to give my new rockers a whoopin'.

[Heo]

567 @ 6200

[funsummer]

598Hp @ 7250rpm

i think everyone has a goal and a 600Hp 390 that turns 600hp @ 7300rpm is where i guess you would like to be.
The short stroke crank, the ultra light valves, conical springs with decent pressure, Ti retainers, Large cam numbers @.050, and your new light rockers, decent compression, all point to one goal. RPM, lots of it.
Then add a large volume intake that most would expect to be to big for a 390.
Experienced engine builders use the right combination of parts to achieve numbers that others wish for, so i reason that the intakes there to let this thing breath a lot, and a 390 dont need to breath that hard unless its spinning hard and aiming for big HP.
This is not engine Masters so averages and torque mean nothing.
Thats my justification on my guess.
Love to see it crack 600hp, but think it might just pull up short.
Joel

[Joe-JDC]

549 hp uncorrected@ 6600rpm.  Joe-JDC

[Stangman]

Should be pretty potent Brent
571 uncorrected at 6800
Good Luck

[Jim Comet]

540hp @6600rpm.  Jim

[wowens]

613 hp at 6750 rpm

[blykins]

598Hp

i think everyone has a goal and a 600Hp 390 that turns 600hp @ 7300rpm is where i guess you would like to be.
The short stroke crank, the ultra light valves, conical springs with decent pressure, Ti retainers, Large cam numbers @.050, and your new light rockers, decent compression, all point to one goal. RPM, lots of it.
Then add a large volume intake that most would expect to be to big for a 390.
Experienced engine builders use the right combination of parts to achieve numbers that others wish for, so i reason that the intakes there to let this thing breath a lot, and a 390 dont need to breath that hard unless its spinning hard and aiming for big HP.
This is not engine Masters so averages and torque mean nothing.
Thats my justification on my guess.
Love to see it crack 600hp, but think it might just pull up short.
Joel

I think it will pull up short....

But yes, you pretty much hit it on the head.  I'm doing some R&D'in. 

I know that most guys are thinking, "That BBM TW is way too big for that engine..."  And yes, I'll agree wholeheartedly.  However, after having a BT MR 2x4 intake on backorder for months, I looked at a couple of BBM TW's that I had on the shelf and just thought I might as well give her a shot.   Plus, Tunnel Wedges are just cool.