Wow
In the heat of dynoing i really wish we would have done
the air cleaner baseplate last week .
So i did some googling - I guess im not the only one
with different results of torque ..

HR six Pack Dyno

When I tested the 6bbl FAST motors, we always ran with the air filter in place, since that’s how they are run in the car.

On a mild 446 build similar to the one in the link, I tested the filter base with no element or lid, against the complete filter.
The complete filter was down pretty much everywhere.

The bsfc numbers were actually slightly better with the complete filter on, but the power was lower.
With the element and lid installed the motor was using about 10-15lbs/hr less fuel at the upper end of the pull.

These are back to back tests done 4 minutes apart....... never even shut the motor off.

I will have better observations hopefully tomorrow

Aftermarket World/Mopar block. What's the bore?
.070 over?
4.570?
Just trying to guess the actual cubic inch

It's cool if you'd rather not say.....hell of a runner!

4250 stroke / 7.1 rods
Old 90’s 505 crate motor MP performance block
Bores bushed and sleeves installed from MP from new - didnt know til we started
the build, lol. So it allowed for 70 over easily .
I think its 515 ish .
Dished diamond pistons / 9.5 ish compression.
The TF 240’s were an afterthought after reviewing costs.
In pretty sure they cc’d less than my actual 84 cc’d on my 452 castings -
The book shows 78cc on the 240’s.

getting the Cast heads re-ported and flowed to breathe better than before
would have cost more thsn new AL heads that came CNC ported but
I dont believe polished
since i can just barely see my reflection in them, lol.

This was supposed to be a 9:1 motor cast heads to run on watered down gas.
I kind of only originally wanted 550 reliable horse with consistent torque. lol.
I would say I should be able to intimidate hellcats - my post car is only
3800 lbs or less .. So I guess Ill take it .

That's very impressive power for such a street friendly compression pump gas motor.

Couple quick questions:

Was any porting done to the intake manifold? It'd be interesting to see the Six Pack compared to a conventional ported (able to keep up with the heads) Single plane ~950 Holley DP in terms of torque/HP with the trick flows

I'm presuming the cam was targeted for use with Exhaust manifolds and a stock sounding idle? Guessing from the wide 113.5 lobe spread and relatively late intake centerline. Do you have the torque graph from the dyno. What I'm interested in is the torque peak rpm and over how wide an RPM range the motor maintained 95% of peak torque,


Thanks and Congrats!!

It was targetted for stock idle sound , but not
certain if entirely for ex manifolds .. the guys who
put this together may have not enforced that minor detail.
But I cAnnot complain. Ill just run headers on this one ..
i think the next cam will have MORE consideration
for the inneficient exhaust , and thats my next science
experiment to see what comp comes up with and compare..

No mods were done to intake ..
Im not sure if ill leave well enough
alone or get a Hughes prepped intake
Or if Santa Claus is real nice a Wilson .

Ill dig up an intermediate torque curve .
Ill have a binder on results , we probably
have 20 pulls so far.. I hope todays are final.
and Ill have the best results by lunchtime.
Its damp out but chilly . Hopeful the correction
Is minimal on dyno ..

I understand that posting in the race section is not allowed by corner carvers like me as we have no clue how to go fast. That an honest statement based on years of observation on here so don't get your shorts in a wad -a friendly poke is needed here.

After our nite visiting the dyno i gave sogtx a check list of what was wrong with the six pak and where the missing 35 hp is. We will see if they can get the number they want properly.

I identified some fundamental issues with the baseline set up of the six pak that are obviously affecting the pulls. Six paks are a unique beast.

Carbs are over jetted and using old info -staggered jets- without any data to prove the need. The motor never gets a chance to come off from being fat. Secondaries come in way too soon. I am told it ran great with the headers but if you don't understand how it is supposed to run that info don't mean squat. I noticed raw fuel in the intake when we were changing jets.

Engine temp should be 195-200 not 190

The biggest mistake was not baselining the carbs per the guide and 2nd was not running the engine on center carb against the dyno without the secondaries to observe the fuel curve and determine where the power was falling off - now make the secondaries come in before that pt. People do not follow the proper advice, the engine gurus should have read the guide -start with black springs in the secondaries.

I also noticed the the fuel was not just plain 91 octane no ethanol. The afr's required are different betwix gasolines. Look it up. I don't understand the thinking here, who gives a crap how much hp it makes on witches brew.



I am waiting for the results to see what the results of my suggestions are.

Block details

Lol . Dilbert
Patience is a virtue that must be had
We can test on dyno til the cows come home
Somehow , i know itll be a tad different when in
car and all that air is getting pushed through the huge hood scoop
and cats ars suffocating .
Based on numbers something was efficient ..
Id be still happy if we didnt find 35 hp.

But i will prove the 4 barrel people wrong after we switch
Back to headers .

Btw Quad - theres an LS motor ad under your recent post
And dont have a good image of curvd , but heres some data

Re: intake porting

Nothing against Wilson because their results are Epic, but as a potentially lower cost option you may want to consider sending the intake to Larry Smith over at HPEngines.net

Larry has 35+ years of NASCAR experience and built the Dodge motors that went 1-2 at Daytona for Penske. He ported the 337 intake for my 517" low deck. If there's flow and power to be found, Larry's your Huckleberry.

Awesome. The hemi motor mount pad in the other pic kind of jumped out at me lol

That's a 4.50 siamese bore mega block. Just because the casting is the 2468330 M hemi # doesn't make it one. I beleive the mega block wedges as well used that number. The mopar cast above the number tells you it's a 4.5 the standard non siamese water block doesn't have the mopar casting on it but is a 2468330 M block also.

Mike

I’ve tested a few different set ups on my roadrunner. 511ci pump gas motor with Indy SR’s. My six pack ran pretty much identical to a 1050/4150 AN carb on a ported TM6. Both went 10.90’s at 4000# through mufflers. I did tune a dominator (for another car) on the rr. That felt real strong but I don’t have any numbers to back it up. Butt dyno says it had the six pack covered though. Same deal as you, I wanted to prove the six pack could at least run with a well prepped 4150 carb which it did.

I did several different dyno testing sessions om my old pump gas motor on two different dynos, a DTS and the local Studka when it wasn't calibrated correctly.
My message is on MY test on the Studka show 7 HP more with the six pack set up like I ran it on the street and race it with the 3.0 exhaust system corked up, I used a Team G intake with a known good Holley 1050 CFM List # 9375 non HP carb, the torque was exactly the same on most of the same RPMs
I didn't do any testing with the same heads and the different intakes and carbs at the track

I could do this dyno stuff ALL weekend every weekend
Every change is like Christmas morning , lol.
I had to leave - guys are jettin up 1 more size
700 ft lbs and 669 hp is enough to kill me ..

And we had the top corked with the Air cleaner

Thanks to Nick ( JR ) from compuflow ..
the knife edged Eagle lightened crank really spins up quick
Ill have better data for show next week .
Ill change this post title to how to get 100+ unanticipated horse
and too much torque ..

Is this with Headers ?

Yes ..

Wow, this is very timely for me as I'm helping my brother in-law with his engine. It's a 507 C.I. RB, 4.25 arm, 7.100 h-beam rods with the 240 TF heads, Icon 842's, Lunati solid roller 260 @ .050, 600" lift. and using the aluminum 6 pack. It's going in a '70 Road Runner with a 727. It's really cool to see a similar combination and to have a rough idea on what to expect. Your engine is a beast and we'll be pleased to get in the same neighborhood as yours. I also noticed that you have a Sublime GTX as your avatar and his RR is Sublime as well. Kinda freaky the similarities!