Pulled my motor out yesterday, RyanJ is going to dyno it as it ran, then freshen with some upgrades. Current specs. - 4.500 bore 4.250 stroke = 540 inch, Indy Maxx alum block, Indy Legend Hemi heads CNCd by modern, [Email]259@.050[/Email] or so solid roller. It ran well, 10.40s typical, uncorked it dipped to 10.19, this at 4060 lbs. with a 3.73 and 295/65 Mickey ET Street Radial. It currenly has a Barton intake, the "before" dyno session will compare it to an Indy-2 (very small). The "after" dyno will also test two sheet metal intakes, as well as a few larger cams. The challenge here is the weight, gear, and the fact it's driven an hour to the track, limits cam size- we'll see...

WOW!
Does your air pump pull much oil out of the motor?
What roller lifters do you run/like?

I would be particularly interested in what the intake shoot-out reveals. Be sure and post the results.

The vacuum pump doesn't pull very much oil at all, though I will verify it's suction setting on the dyno. The lifters are Comps. We will post extensive dyno results, I'm very curious about the sheetmetal intakes at this power level.

Scott asked me to post todays #'s....

The way it was pulled out of the car with the Barton intake, & same jetting it ran 10.19 @ 131 @ 4060 LBS this fall it made 726 HP, 670 TQ...

We "tuned it" in that combo & got 768 HP @6800, 698 TQ @ 4900....

Then proceeded to test the INDY 426 -3 7" tall 4500 intake the motor was originally supplied with... 750 HP @ 6900, 683 TQ @ 4900.

Then we tried 2 Swap meet unknown manufacturer sheetmetal tunnel rams with single 4500 top.

The first was was very big plenum & it did not run clean at all only mustering 745 HP, with decent 682 TQ

The second was much smaller & of a different runner design... 770 HP, 685 TQ.

Only important thing I was looking @ today was averages, & how each manifold may perform in his 4000+ LB car with a 5000 stall converter... here are avg #s from 4800-7200 on all 4 intakes:

Barton: AVG TQ: 640, AVG HP 725
INDY -3: AVG TQ: 626, AVG HP 709
BIG SM: AVG TQ: 624, AVG HP 706
SMALL SM: AVG TQ: 637, AVG HP 722

The INDY -3 is in OOB state, The Barton has very mild plenum work done to it.

I've got the motor apart on the stand tonight & am measuring some things to see where we want to go camshaft wise on it. Scott is bound & determined to try an off the shelf INDY 272/280 .649/.654" 108 LSA piece that they use in their 572 Pump gas crate motors... I want to do my own design in the 269 @ .050 range, I think we will test both of those against his current Scott Brown piece & a used Barton Cam motion 265/269 110 piece we have here. Will be a few weeks before we get all the cams in & ran on dyno. I just went over his valvetrain tonight & everything looks perfect, springs lost nothing on seat & 5 open after all those miles... retainer/locks/valves all look great, so we will be re-using all of his existing valvetrain for whatever we do new cam wise.

it looks like the Indy and the Barton intake are pretty similar in tq. and Hp. i would think with just a little work the indy would be at least as good. FWIW, in a heavy car like that the wide lsa cams work very well to broaden the torque curve and become less peaky. no doubt some 108 cams will make more peak, but it'll be interesting to see where they stack up against their wider lsa cousins.

Looks good so far....Out of all the intakes we have tested on the Hemi, the Barton single plane is a stout piece and is tough to beat. We loved how the plugs looked with it, and the performance.

Keep us posted.

Can you post the rocker ratio with the cam info please.

We put degree wheel on today & checked out specs on current cam since he did not get a cam card with the motor when he bought it.... it was "supposed" to be around a 259 @ .050" 112 LSA & .620"/.590"

It's 112 LSA in @ 108, 262/273 @ .050", 293/303 @ .020", .632"/.604" with 1.6 IN/1.55EX INDY Legend rockers.

Since this motor had more cam & ramp speed than we expected, & since his budget is tight, I talked Scott out of the INDY off shelf piece in favor of just doing 1 cam for it, we are going to do a re-grind on the Barton Cam motion core, I'm going to do a 269/271 @ 050, .688"/.666" on 110 LSA & see how that works.

What is the comp. ratio? Are the flow numbers for the heads available?
Thanks for sharing the results.

Mark

Ryan- just wondering if the lift numbers stated are w a checking spring or real "installed" spring, appears to be w a checking spring so w real spring pressure probably net lift is in the mid-high.500's after deflection? If so, I would like to see a bit more lift w a net of .600-.630 after deflection and lash, proposed duration and centerline look pretty good, assuming this head has a strong exhaust port.

depends on the lift, brand of rockers and ratio, stiffness of pushrods and spring pressure, but with cams near .900 lift and big springs, I have deflection exceeding .060

Wow, I wouldn't have guessed that much. Thanks for the info, very interesting.

I could see some FireCore50 wires in your future. The Legend sets are very specific for the valvecover and heads.

any idea of the actual compression ratio?

did you guys determine what the crankcase vacuum was?

i'm also curious as to how far off the jetting/timing was to lose 40+hp.

We are still fighting with Diamond to try to get exact dome info on pistons, since they were custom I did not expect it to be that difficult, as I have the Job # from the bottom of them, but they are having trouble getting records on them since they are so old (2005?)... I will probably have to CC the domes once I start to re-assemble it, it should be right around 11:1

It's pulling just under 6" of vacuum...

Timing was too low causing the initial loss in power the way it was ran in car at the end of the year. We found significant wear in the intermediate shaft gear which was a partial contributor to that, but also Scott had been messing with timing last year due to a hard starting issue with the dist being locked...

Cylinder heads flowed 429 @ .700" intake & 276 @ .700" exhaust with no tube on my bench.

We have found some other minor issues here & there in the shortblock, the 9 keyway gear on the Rollmaster chain was transferring metal to the crank, main bearings were P bearings & #4 lower was not hand chamferred enough when it was originally built & started to eat itself up on the edge etc.... so we are going to take it all the way down, Re-hone it, new Total Seal rings, check balance on crankshaft & damper, new King main bearings, the new Comp cam, the motor had 1 mismatched handmade pushrod in it when he originally got it, so I ordered a new Manton for it to correct that, & he is thinking of putting either a belt drive on it or a gear drive....

Its about time you start posting. Hope your staying. Matt