Got this one scheduled to be dyno'd on the 1st of February, so you have a lot of time to get your guess in. Same rules as always: I will post the uncorrected horsepower and whoever's guess is the closest without going over will win some goodies.
*BBM block, 4.310" finished bore size
*RPM steel 3.980" crankshaft
*Molnar 6.800" connecting rods
*Racetec forged pistons, 12:1 compression, 1.5/1.5/3mm piston rings
*Trick flow cylinder heads, 2.190"/1.650" valves, no port work, setup with Manley Nextek valve springs and Manley titanium retainers
*BBM Tunnel Wedge intake manifold, no port work, with (2) HVH 1" Super Sucker spacers
*Carbs are Quick Fuel 725cfm custom carbs, no choke horns, etc.
*Camshaft is a custom solid flat tappet camshaft, nitrided, 262/270 @. 050", .640"/.663" gross lift with .018" lash, 109 LSA, 107 ICL
*Trend tool steel lifters
*T&D street rockers
*MSD Pro-Billet distributor
*Melling HV oil pump, with Milodon oil pan
*Powerbond race balancer
*Electric water pump, but turning alternator
A couple of build notes that may help some people in the future:
1. The Trend tool steel solid flat tappet lifters pass a tremendous amount of oil the way that they come from Trend. They have a .015" EDM hole in the face of the lifter for oiling but they have a .030" orifice under the pushrod cup to pass oil to the pushrods. Trend also sells different pushrod seats, so I replaced the ones that were in it with .014" seats. With full oil to the lifters, a .014" orifice in the pushrod seat, and .050" restricted pushrods, the oil to the top end is where it should be.
2. The BBM Tunnel Wedge has a cover plate that bolts to the bottom of the intake that's almost 1/4" thick. It's held on by 1/4-20 socket head screws. I had to cut the intake flanges .060" to get the intake ports to line up with the head ports correctly. The intake *may* have sat down ok without cutting, but with cutting, the cover plate contacted the lifter valley bracing ribs on the BBM block. There was also one bolt that was close enough to a rib that it would not allow the intake to sit where it needed fore/aft on the block. It would contact the rib and would lock the intake in so that it couldn't be moved where everything lined up.
3. The T&D street rocker stands had to be milled a little over .200" to get the rocker arm pattern where they needed to be with the TFS heads. Fortunately on the TFS heads, the rocker stand pads are so high that even when you whack the stands down, the head bolt heads are still below the surface of the pads.
