572 Wedge 440-1 Dyno Results 898HP 770 ft-lb

These were dyno results from yesterday for a friends 572 Wedge with Indy 440-1 heads and Indy single plane intake. APD 1250 race gas dominator. Tim Bowman at Bowman Performance built the engine. The dyno used was at Savani Machine in Mckeesport, PA. I do not post much on here but I figure this would be worth posting since dyno results are a popular topic.

This is the best pull we had on the engine. Early on, we dealt with some small issues with the dyno's water system so we spent a good bit of time trying to deal with that. Tim feels there is more left on the table with some tuning based on the Air Fuel Ratio and Brake Specific Fuel Consumption. He has extensive experience with an engine dyno as he was an instructor at Wyotech for over a decade.

After this pull, I wanted to pull it to 7400 and see where the power starts to taper off. Of course, the next pull we made, the freshly rebuilt Meziere water pump quit working and naturally we lost power.

The only change we were able to make before calling it a day was going from a 1" HVH spacer to a 2" HVH spacer. When making that change, we gained nearly 20 HP and 10 ft-lbs of torque, coming just a tick shy of 900 HP, and making 770 ft-lbs of torque, but only laboring the engine to 7100. I really wish we took that pull to 7400 to see what would have happened, but it is what it is. On the pull when we took it to 7400, but the water pump quit working, had that been a clean pull, the plan was to take some fuel out of it, make another pull, and see how it responded. But once the water pump quit, it was getting late so we called it a day. The goal was to break the engine in, make sure everything is good, and then install the engine into the car ready to rock. My goal and hopes were for 900HP and at least 750 torque. Without tuning and not pulling to where the power fell off, I would say we are close enough on the 900HP number, but far exceeded the torque goal. So mission accomplished.

Personally, I was very happy with the results. I can't wait to see what it does in the car. I'm hoping for 5.80s all day in his 68 Roadrunner. If it's consistent, he won't care if it runs 6.0s. Car used to be pretty heavy with iron block, concrete filled, iron heads, two batteries, chrome bumper, steel flat hood. I believe it was 3700-3725 race ready. With the diet we put it on, hoping to get it under 3400, but we will see. We plan to scale the car after its race ready and hopefully make it to MIR or somewhere in the month of march depending on weather and how far he wants to go. Fingers crossed.

John, this outta get interesting. lol.

Great job guys. I know he will be very excited to get back on the track. See you guys soon.

Very nice! That ought to be a fun ride now!

Can we get any specs on what's been done to the heads and what cam is used. Very interested since I have those heads on my 557

Thanks guys, and John can't wait for the season.

The heads were the 345 CNC program from Indy. Tim also finish ported and polished them. They have the 2.25 intake valve. Competition valve job from Savani Machine. T&D individual shaft rockers, 1.6 ratio. The cam is an R-3 grind from Indy.

Stout!

We've been 6.30's in a big, heavy 3,700 lbs. car. Looking for 6.0's this year. Lots of fun!

Decent numbers for those heads. People often go with the 572-13 heads when they are shooting for 900 hp but the smaller heads can get it done too. My old 514 would get up into the 900 range with EZ heads, but it was an exception.

Impressive for sure, IF this is a bracket deal, why stress it snymore than it has to, it makes great power at 6600 ! why go higher just looking for 2-3 HP??

Also, what amount of oil in the sump? it loses a little oil psi at the higher rpms so maybe it has a qt too much in it?? Just something to try, and maybe find a little more power. BUT wow 895? at 6600 thats a nice bracket engine

What compression? It'll be interesting to see. Except the intake/carb, the combo is similar to mine. Intake duration and LCA is the same. Mine has less duration and more lift on the exhaust side. 15-1 comp. Best of 5.639@121.4 3315lbs
Doug

Andy, we discussed 572-13 heads and just simply decided against it. Woulda loved to see what woulda came from that but knew there was plenty of other people out there, to include DVW, going 8s in the 1/4 and 5.60s-5.70s in the 1/8 on a 440-1 head. Figure that’s fast enough for my buddy even if we came close, so he was good with going 440-1 and that’s how it went. If I ever had the money to do another engine, it would absolutely be a 572-13 headed combo.

Doug, 14.68:1. We are absolutely hoping if we get the car down under 3400 lbs that we can run 5.70 or even faster. But just trying to be realistic and conservative, if it runs 5.80s he will be happy.

68roadrunner, .776/.754 lift at the valve.

n20mastr, it’s absolutely a bracket engine. The oil pressure drop was because the vacuum started to pull above 11”. Will have to see what it does in the car goin down the track. If it starts pullin oil pressure then we will likely lower it a tad. But that’s at the track adjustment. As far as shifting it, will have to mess with shift points at the track to see what’s the most consistent. As of now the plan is 7,000 shift points. I know my bracket engine and Tim’s bracket engine we both shift 7,000 1-2 and 7200-7300 2-3, and they live. But again that’s at the track we will figure it out.

FYI, for the readers. Table from Indy web site.

Nice build Just for info, our 580 (4.530 bore) with 572-13 heads has run a bunch of 6.00's at around 114. C/R is a tickle under 12.5:1, cam is .748"in .730"ex net. Shift at 6700. It weighs 4023lb w/d. Never been on a dyno, but wallace estimates 900-920hp going off et and mph respectively. I'm pretty sure it wouldn't be as quick with -1 heads.

Thanks for the cam table Jim,

Tig, luckily we will be way under 4000lbs 😂😂

Maybe the next car

Very impressive! You can make more power with what you have, but it will require a fair$$$$$ investment.
A ported 3x intake, higher lift cam, optimal headers, bigger cam core, the list, and cost, never ends. Your motor appears to be about the best ,or on par with the best, i have seen on here for a 440-1 head. I made 926 hp, but had fuel injected methanol, bigger cam, ported intake, to name some things that gave my 550 inch motor an edge. Your torque might outrun the hp i made as well!!!

There's a guy on FB w/ a Goodwin Competition built 440-1 headed 555" nitrous motor that made 1100 hp NATURALLY ASPIRATED.
I know Goodwin is good and all, but they're making around 200 hp over what anyone else can w/ a 440-1 head. Maybe they use Koffell's dyno.

Very nice build! Thanks for sharing.

Chip do you think the time slips will prove they make 200 hp more or not???

Well let us know what it runs at the track NA then we will know. There is a member here who had a Goodwin hemi engine that made some ridiculous HP number until it was freshened by someone else and run on there dyno On track performance was much closer to the secind dyno than Goodwins.

The only HP numbers I believe are NOONES lol. Being in a 'testing environment' for my career has taught me anything short of the cubit found as a reference of measure in the great Pyramid is relative!

I think your performance goals are realistic!

I seriously doubt it will ever generate a timeslip to back up what they claim. Goodwin builds some cool stuff, but where are they finding an extra 200 hp that NOONE else can w/ a 440-1 head? And it's a nitrous motor at that.

I think a lot of racers and want to be racers and want to be HP engine builders don't realize that the race car has to have all GOOD parts from the front bumper to the rear bumper to outrun all other cars and racers in the same class, HUH Al ,Thumper and many other good racers on here
I used to help a couple race a NHRA Hemi stocker back in the early 1970s, we had bought an Art Carr "8 inch" drag race converter from him, that thing was absolute JUNK I took it back to him many times to fix it before giving up on it and finally bough good a Turbo Action "J" converter I learn years later that Art had bought out a decent commercial and race converter company (Hawaii racing) in SO CA that had moved their machines and good inventory back to Hawaii where the owner was from
We found out the hard way about buying and using known good race parts
That being said both engine and chassis dyno should be used as a tuning tool to help you learn how to work on and go faster with your toys:

My dyno numbers are the car weight and ET slip computed for my ultra sleek aero dynamic car.
Doug

Thank you guys. I definitely will keep everyone in the loop when the car hits the track and what it runs, which we all know is the true test. Fingers crossed.

Tim knows his stuff. It'll rock.
Doug

The combo Todd Marsh put together for me with -1 heads exceeded our expectations 540 low deck made 881hp @7000 which was about 60 to 80 more than what I expected, so get the right combo is the key, just need to get it all finished and hit the track. Doug