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Re: 514 on the dyno
[Re: moparmanjames]
#804392
12/28/12 01:21 PM
12/28/12 01:21 PM
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Joined: Jan 2003
Posts: 31,050
Oregon
AndyF
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Quote:
Hi Andy, I took the liberty of plugging in the numbers on the new combo, I use engine analyzer pro and with 15:1 compression, the ez heads, 7.1 rods, new cam, ported intake and 1200 cfm carb, the 514 made 918hp at 6600rpm and 802ftlb at 5200.
I ran the water temp at 140f
Sounds good. I'm shooting for 900 hp so we'll see if it makes it or not. Does Engine Analyzer Pro have inputs for dry sump oiling and crankcase vacuum? I haven't ever used the Pro version of the software. I know that the combination of thinner rings, dry sump oiling and crankcase vacuum is worth up to 50 hp in some engine combinations, but I'm not so sure we have the correct recipe yet for this engine.
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Re: 514 on the dyno
[Re: MRMOPAR622]
#804393
12/28/12 01:23 PM
12/28/12 01:23 PM
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Joined: Jan 2003
Posts: 31,050
Oregon
AndyF
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Quote:
AndyF,What percentage of load are you using on your dyno pulls?
Sorry, I don't know what that means. Is that a dyno setting on certain types of dynos?
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Re: 514 on the dyno
[Re: AndyF]
#804394
12/28/12 05:12 PM
12/28/12 05:12 PM
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Joined: Sep 2003
Posts: 2,008
Sweet Home Alabama
MRMOPAR622
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top fuel
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Sweet Home Alabama
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I thought there was for the brake(I think most is done with water & some with electric motors) that was used to load the engine,I may be wrong.Thanks
"To Be The Man'You Have Got To Beat The Man"
"T/D and Pro-Bracket Racer"
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Re: 514 on the dyno
[Re: Streetwize]
#804400
12/28/12 06:41 PM
12/28/12 06:41 PM
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Joined: Jan 2003
Posts: 31,050
Oregon
AndyF
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Quote:
It'll be interesting to see for sure, I'm not sure I would put all that cr and exotic race oiling on a motor using EZ heads with their ' not a whole lot better than stock' 906 exhaust ports.
I fully understand (and respect) better than most that they are "the ones you have" but Your low 800 motor would likely make 850-860 with a set of at least equal intake flowing -1's or Chapman 285's alone 
Sure, -1 heads would make more power but then again so would 572 or PSO or MC or Predator, etc. I'm just flogging what I have while trying to stay within a reasonable budget.
If I can make 900 hp with a set of EZ heads I'll be satisfied. It would be fun to swap the EZ heads for a set of fully ported -1 heads and see what the power difference is. Everything should bolt straight across so that should be an easy test.
Not sure that -1 heads would even be the correct choice for this engine. Maybe something bigger? The bore size is 4.440 so I might be able to use the next step up. If I order the heads from Indy with the Jesel machining option my valvetrain should bolt right on.
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Re: 514 on the dyno
[Re: AndyF]
#804401
07/19/13 04:06 PM
07/19/13 04:06 PM
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Oregon
AndyF
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Well we might hit the 900 hp goal today. I got the engine back on the dyno finally after more than a year of being busy with other projects.
She is making 880 hp at 7000 rpm with a box stock Edelbrock Super Victor. I have the Wilson ported intake here on the bench ready to swap on. So we need to double check everything and then swap intakes.
Only issue so far is that the Oberg shows a little bit of aluminum after each pull. But we have a bunch of new parts on the engine so it could be coming out of threads or something like that. We'll keep an eye on it and it should clear up after a couple more pulls. If not we'll have to investigate further.
Nice day for dyno testing. 68 degrees and low humidity so the correction factor is almost zero. Nice and comfortable in the dyno cell for a July day.
Last edited by AndyF; 07/20/13 12:16 AM.
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Re: 514 on the dyno
[Re: roadhazard]
#804403
07/19/13 09:47 PM
07/19/13 09:47 PM
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Oregon
AndyF
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The Wilson porting work did the trick. Engine picked up 35 hp with the ported intake so that pushed us up to 915 peak power. That was with Renagade Pro-114 race gas. We switched to VP Q-16 and added some jet and saw a peak of 928 hp before calling it a day.
Probably some more power in it if I was willing to spend another day on the dyno. Timing was locked at 35 degrees all day and I never touched it. The power kept going up with more jet so we probably had some more room there.
And the water temp was fairly warm at 155 so there was more power available if we would run it colder. Had a hard time getting the oil hot. Even with a heater running full time we couldn't get it over 180 degrees. Usually there is more power if you can get the oil up to 200 but we couldn't get there. I would need to insulate the pan and the tank to get the oil that hot.
Engine ran super nice all day. No leaks, 80 psi of oil pressure on every run, and 12 inches of pan vacuum without a vacuum pump. We had problems getting any sort of pan vacuum last time we ran the engine so this time we spent a lot of time replacing seals and making sure the engine was sealed up tight. It pulled 10 inches of vacuum when priming the engine with a 3/8 drill so we knew we had it sealed up.
Last edited by AndyF; 07/19/13 10:49 PM.
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Re: 514 on the dyno
[Re: AndyF]
#804404
07/19/13 10:22 PM
07/19/13 10:22 PM
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Joined: Feb 2011
Posts: 4,302
Nebraska
72Swinger
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Nebraska
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Awesome! That is impressive for sure. Would you say the dry sump was worth 50hp or so?
Mopar to the bone!!!
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Re: 514 on the dyno
[Re: 72Swinger]
#804405
07/19/13 10:41 PM
07/19/13 10:41 PM
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Posts: 31,050
Oregon
AndyF
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Hard to say how much power the dry sump is worth. Kind of depends what you compare it to. There are a lot of advantages that come with a dry sump which are difficult (and expensive) to duplicate with a wet sump system.
This dry sump pan is super big. It was custom built to be as big as possible and still fit on the dyno stand. The last dry sump pan that I had was big, but this one is probably twice a large as that one. The extra volume probably helped make power but we didn't run an A-B-A test sequence. That sort of testing is best performed when you have a $15 an hour shop rat who climbs under the engine and changes the pan while you go to lunch!
Last edited by AndyF; 07/19/13 10:48 PM.
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Re: 514 on the dyno
[Re: AndyF]
#804407
07/20/13 01:22 AM
07/20/13 01:22 AM
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Oregon
AndyF
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We'll try a Mod Man intake with a custom built single Dominator top on Monday. I have my doubts but I guess the dyno will tell us if it works or not.
Last edited by AndyF; 07/20/13 01:32 AM.
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Re: 514 on the dyno
[Re: AndyF]
#804408
07/20/13 04:30 AM
07/20/13 04:30 AM
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Anonymous
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Anonymous
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Can a dry sump pan be made smaller ( shallower ) in the front if you are running an Alterkation front suspension and what would be a minimum depth for a dry sump pan lets say for 14-71 roots blown Hemi.
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Re: 514 on the dyno
[Re: ]
#804409
07/20/13 12:08 PM
07/20/13 12:08 PM
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Joined: Jan 2003
Posts: 9,876
Weddington, N.C.
Streetwize
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Great work as always, andy! Any dyno sheets you can post up? Be interesting to see where the hp/torque curves overlay, I'd say the majority of the 500" stuff on here are aimed more toward true 'dual purpose' street/strip car....so more power up top at the expense of torque through the middle isn't always the best trade-off on a heavier car with street gears and an automatic. Thanks!  Bobby
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Re: 514 on the dyno
[Re: Streetwize]
#804411
07/20/13 01:39 PM
07/20/13 01:39 PM
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Joined: Jul 2010
Posts: 2,091
Delray beach, Florida
Performance Only
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Quote:
Great work as always, andy!
Any dyno sheets you can post up?
Be interesting to see where the hp/torque curves overlay, I'd say the majority of the 500" stuff on here are aimed more toward true 'dual purpose' street/strip car....so more power up top at the expense of torque through the middle isn't always the best trade-off on a heavier car with street gears and an automatic.
Thanks!
Bobby
I think now that your dyno shows around 1.8 HP per cube, that engine has become quite the dyno mule. It makes me wonder if people across the country could follow that exact recipe and come up with the same numbers consistently. To think An EZ headed combo could make that much horsepower (928 HP so far)is surprising at the very least. I've seen guy's build B-1 combo's that only make about 25-50 HP more than that.
I have to admit that I too and I'm sure many others as well would really like to see the raw data from some of those dyno sessions. By that I mean all the actual meaningful stuff like BSFC, BMEP, SCFM, etc. etc. Admittedly I'm somewhat surprised at your unwillingness to share that info and so are many others that have shared their thoughts with me.
With all that aside, as an engine builder myself I have a pretty good idea how much time and expense has gone into getting the engine to where it is at this point. Thanks for sharing some of what you've done so far. I (and many others)just think it would be great if you would go to that next step on the dyno info. 
machine shop owner and engine builder
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