Bullocks Power Service - 461, PI intake, TFS heads - 568 HP, pump gas, high vac

[My427stang]

Performance Summary:
      Cubic Inches:    461    Dyno brand:  Stuska
      Power Adder:               Where dynoed:  Dale Meers Racing Engines
      Peak Horsepower:   568 HP @ 5500 RPM      Peak Torque:   577 @ 4750 RPM

Horsepower and Torque Curves:






Engine Specifications:
   Block brand, material, finished bore size, other notes:  Ford C-scratch CJ 428,  4.155 bore, squared, deck plate honed, 10.155 deck
     
   Crankshaft brand, cast or forged, stroke, journal size:  SCAT cast 4.25 stroke
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  Molnar H-beam, 6.70"

   Piston brand, material 4032 forged Autotec, 24cc full dish w/ symmetrical valve reliefs, SCR 10.3:1, .010 above deck, .041 quench

   Main Bearings, Rod Bearings, Cam Bearings brand and size:  FM 125M main bearings, Clevite rod bearings, Durabond cam bearings

   Piston rings brand, size, other notes:  Mahle, standard tension 1.0mm/1.0mm/2.0 mm
 
   Oil Pump, pickup, and drive:  Doug Garifo HV with standard spring and drive, Milodon pickup
 
   Oil pan, windage tray, oil filter adapter:  Milodon deep sump, Canton screen-type windage tray, factory Ford 90 degree oil filter adapter
 
   Oil and filter: 10w30 Penngrade with Wix Racing 1515R

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"):  Custom Comp Cams hydraulic roller, 235/237 @ .050", 114 LSA, 107 ICL, .634/.634 
 
  Lifters brand, type:  Morel standard travel
   
  Timing chain and timing cover:  Cloyes billet, factory Ford cover

  Cylinder heads brand, material, port and chamber information:  Trick Flow, aluminum, 169.8cc port volume, 69.1cc chamber volume

  Cylinder head flow in cfm at inches of lift (28" H2O pressure drop):  (used flow data info from Brent Lykins 396 FE build did not flow these heads)

      Intake               Exhaust
      .100  96             .100  66
      .200  159           .200  120
      .300  233           .300  164
      .400  283           .400  197
      .500  317           .500  215
      .600  333           .600  220     

    Flow bench used, location:  Superflow SF600, Dale Meers Racing Engines
   Intake valve brand, head size, stem size:  Ferrea, 2.190", 11/32"

   Exhaust valve brand, head size, stem size:  Ferrea, 1.625", 11/32"
   
   Valve springs brand, part number, specs:  Comp Cams 26120

   Retainers and locks brand, part number, specs:  Comp Cams 795, Comp Cams 630

   Rocker arm brand, type (adjustable or non-adj), material, ratio:  Lykins non adjustable rollers

   Rocker shafts and stands, brand, material: Sealed Power replacement shafts, Precision Oil Pumps middle and end stands and studs

   Pushrods brand, type, length:  Trend custom

   Valve covers, brand, type:  Tony Branda repop chrome PBF

   Distributor brand, advance curve information:  Wes Adams restored 68 Ford single point, 12 degrees initial, 20 mechanical, triggered by Accel Points Eliminator kit

   Harmonic balancer brand:  Damper Dudes restored 68.5 CJ

  Water pump brand, type (mechanical or electric):  Rebuilt factory correct

   Intake manifold brand, material, porting information:  428 PI -F, ported by Joe Craine, flowed 350-370 cfm per port, standard med riser port location

   Carburetor(s) brand, type:  SP Carburetors 780 vacuum secondary with choke and choke tower, aftermarket oversize Cobrajet crossover tube, no spacers, 1/4 insulating gasket

   Exhaust manifolds or headers brand, type: Dyno headers

[My427stang]

Dyno videos added

https://youtu.be/NGMBnI5msWY

https://youtu.be/Acsm_Jm1xHc

Additional info and observations on this build

There is likely more in this engine, it outperformed all of our expectations by a significant margin, but......if you notice the oil pressure, that is a pegged 100 psi sending unit on the dyno, the actual pressure was approaching 130 psi.  It turns out that there was likely a stuck relief, but I also added the provided 10-15 psi shim that Doug provided to the standard spring.  Lesson learned after a quick call to Doug, is that you can push the cup plug in farther than it needs to be and raise the pressure more than you think.

So by pulling out the shim, and setting the cup plug properly, I likely would have dropped 25 psi, but when I disassembled the pump the relief came out sort of easy, but needed to be helped.  Once I washed the relief and cleaned it's bore with a brush, the relief would fall in and out as expected.  I normally work the relief on a fresh pump, but this was a safety wired pump, so I didn't go inside to see if it was stuck, in hindsight, I wish I would have dropped the relief out when I added the shim, new rule....pressure with the priming tool by hand was about 80 with cold oil so I expected it to be good,well, it wasn't LOL

Second was, although we tuned this one to a knife edge with jet, transfer slot restrictors and air bleed work, we did not even attempt a spacer of any kind.  The reason was that we far exceeded our goals and with the 68.5 Ram Air air filter, there is no real way to raise up the carb, so rather than just coming up with hero numbers, we left it with only a 1/4 inch insulated gasket

I really think the engine would have responded well if it wasn't pumping so hard and we gave it more plenum.  No idea how much more, but my gut says there was 15-20 more in it with no cam change.

Regardless, 68.5 Mustang, 4 speed, 3.91 gear should haul the mail!

[machoneman]

Great results and nice write-up! 

[bobb428]

I want to see it in the car and hear how it acts.

[My427stang]

I want to see it in the car and hear how it acts.

So do I, it'll be a bit though, car is in body shop jail right now.  The all iron one from this summer may be slightly ahead of it.

[6667fan]

Ross, did any of the A/F tuning efforts result in a pull where it was richer at the peak numbers? Wondering what the results were at 12.5-12.75 if such a pull occurred.
I like those numbers on a 10.3 compression engine. Nice combination of parts.
JB

[My427stang]

Ross, did any of the A/F tuning efforts result in a pull where it was richer at the peak numbers? Wondering what the results were at 12.5-12.75 if such a pull occurred.
I like those numbers on a 10.3 compression engine. Nice combination of parts.
JB

Yes, we had it slightly richer, and tuned WOT, cruise and midrange with an air filter on for most of the tuning.  It lost 4-6 hp at the peak when fat, but I do not have the printout of those

This was a very easy engine to tune, when we slapped the carb on, no tuning, timing or otherwise, it was 556 HP at the peak, had to pick the owner's jaw off the floor, but it did go up in 5 hp jumps with everything we threw at it, but in the end, it was a very happy engine

[WerbyFord]

I missed this one!

Were the TFS heads ported at all?
The Gonkulator hits the box TFS heads pretty close but is LOW on this one by about 25hp.
I wondered if the exhaust had seen any "cleanup" (ie Engine Masters Porting) etc.

Also are you sure about the 114 LSA and 107 ICL? Thats a lot of advance, great for low end but not sure about top end.

[My427stang]

I am positive on the cam, the early cam timing behaves very well part throttle and on the vacuum gauge, not necessarily shown on the peaks of the dyno.  In my experience, within reason, a smidge early on ICL makes them very nice to drive on the street.

No significant work on the heads other than careful blueprinting.   

[RJP]

Ross, Did Joe flow that P/I manifold before working his magic on it? I'm curious what they flow untouched. I have a unmolested C7-F on my 66 Galaxie. Thanks, Bob

[Twinibeam66]

Awesome Build !!!!

[My427stang]

Ross, Did Joe flow that P/I manifold before working his magic on it? I'm curious what they flow untouched. I have a unmolested C7-F on my 66 Galaxie. Thanks, Bob

Bob, needless to say they are great stock too, but no idea where he started.