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Nice results Andy. I wonder if you would compare the 440-3 (not 3x) with a 2" spacer with some mild blending everywhere.

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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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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.

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i would love to see this motor put in a sorted out car and make some passes down the track. I doubt you would see a 929hp result

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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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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.

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i would love to see this motor put in a sorted out car and make some passes down the track. I doubt you would see a 929hp result

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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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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.

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i would love to see this motor put in a sorted out car and make some passes down the track. I doubt you would see a 929hp result

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Andy is a good dude but that dyno sounds like it's pretty happy.

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Happy ain't the word for it.

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Load cell reads correctly when we deadweight it.

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So post up a sheet....talk is cheap...what are you waitin for?

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So far I have enjoyed this thread and found it interesting and beneficial. Instead of being passive aggressive with the and such (one of my pet peeves in business and life) it would be interesting to hear opinions of why some of you feel the dyno numbers are inflated. Is this based on head flow? Lack of displacement? Because nobody has used a Jesel valve train, dry sump, wilson ported intake, etc. on a relatively "small" engine with "sportsman" type heads?

Not trying to stir things up more just wanting to get some of this out on the table. I see your and raise you a

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YES you are...........

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Load cell reads correctly when we deadweight it.

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So post up a sheet....talk is cheap...what are you waitin for?

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I had treid to post a comment on another post about power, I had said to one of the east of the Rockie Mtn. engine builder that maybe all our west coast engine builders motors suck all the O2 out of the air when we dyno test so you guys back east can't match the power we achieve That comment disappear, maybe it was to controversial All kidding aside, I've seen similar results with a 526 C.I. motor (440 block)with ported -1 heads that flowed right at 370 CFM .700 with a decent solid roller cam and valve train, stock 440-3 intake and a stock type Holley 9375-2 HP it made 845 HP at 6300 RPM missing due to me using a set of dyno headers that where smaller on the exhaust port than the heads where, it started missing(intermittent small miss, not a steady miss on one or two cylinders) at 5200 RPM amd missed all the way to peak HP I ended trying those heads on two different short blocks with the same dyno headers, they both missed, neither short block missed with a set of SR heads that had the smaller stock size exhaust ports with the same headers, those heads where worth 50+ HP on both short blocks even with the miss AndyF gets a lot better parts in many cases for his testing than I can afford

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So far I have enjoyed this thread and found it interesting and beneficial. Instead of being passive aggressive with the and such (one of my pet peeves in business and life) it would be interesting to hear opinions of why some of you feel the dyno numbers are inflated. Is this based on head flow? Lack of displacement? Because nobody has used a Jesel valve train, dry sump, wilson ported intake, etc. on a relatively "small" engine with "sportsman" type heads?

Not trying to stir things up more just wanting to get some of this out on the table. I see your and raise you a

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What you should be asking is why he won't post up a dyno sheet..... .....everyone knows Cabs Dyno numbers are "happy" and that's OK since we all know it (except for Cab)...

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what did the modman intake do?

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Forget the Modman intake, that's just a smokescreen, a distraction. I found out through top secret unnamed sources working at the NSA, that a NightStar XS-14 unmanned aerial vehicle, operating at an altitude of 39,000 feet above the dyno facility, and using classified conctrete-penetrating gamma ray spectrometry, detected this product, The Tornado, being secretly installed inside the Indy Modman intake. A team of theorists, engineers and futurists at the NSA developed a theory which suggests that Andy is attempting to leverage the mild supercharging effect of the Tornado to achieve peak power levels beyond 1,000 HP, but he needed an intake manifold with a large enough interior plenum to fit The Tornado inside, which was the sole reason for selecting the Modman intake.

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and thats why we have 10 second 800hp dusters around

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My Duster never had a 800 +HP motor in it, the last configuration of my 518 C.I. short block had a set of basicaaly stock Indy SR with M.W. ports, they flowed 340 at .700 lift. that combination made a best of 727 HP at 4300 Ft in Klamath Falls, OR, no Tornado in that motor The Duster ran 9.96 at 134.8 MPH on Oregon pump gas through the exhaust with the air cleaner on weighing 3450 lbs with me in it with that combination Now how does that compute The T/A eight SS converter I put in that car made .2 ET and .25 MPH differences(quicker) in the 1/8 mile, I'm not sure how much better in the 1/4 as I don't run the car that much in the summer at a 1/4 mile track. Bottom line is I tell you guys what the results are Big Squeeze is correct about the local Studka dyno reading happy for awhile. Not so after I took my 526 C.I. mule motor to Klamath to test it on the DTS dyno down thier. I watched the dyno operators calibrate both dynos so I'm confident that they both registered, measured, within 10 HP and 5 Ft lbs of each other on the same motor, mine with no changes to the motor after calibrating the dynos As far as AndyF and his results maybe some of you doubters ought to pitch in some cash to help pay for more dyno time with the stipulation that you get copies of the dyno sheets Some people do, some people talk.