I expect to have my engine on the dyno this weekend. Let's hear some educated guesses!

Engine Summary:
572 CID (4.500” bore x 4.500” stroke) 14.3 CR
B1 original Heads, CNC Ported 429/326 cfm at 0.800” lift, milled to 60cc chambers, 332cc intake ports, 125cc exhaust ports
T&D paired rocker arms 1.7 ratio, part number 8013, 5/8” shafts
B1 cast single 4-barrel intake manifold with RB spacers.
ICON Elite forged Pistons # IC433CAKTS gas ported with rings & 0.185” wall Trend wrist pins, 1.355 Compression height, -6.5cc net relief
Rings 0.043" top SS with CrN, 1/16" Napier 2nd, 3/16" oil ring
Cometic 5-layer MLS head gaskets 4.530” dia x 0.056” thick
Cam duration 282/295 at 0.050”, 0.800” lift, 113 LSA
7/16 dia Comp Cams pushrods, 0.165” wall, ball-ball ends, pushrod oiling
Headers have 8" of 2-1/8" primary tubes, then 21" of 2-1/4” tubes with 4” collectors

The initial pulls will be with an 1150 Dominator and 116 octane Sunoco Maximal race gas.
Then I will switch to the bracket racing carb I will be running in the car. APD 4150 series "1000 cfm" and pure alky (methanol).

If anybody has a similar dyno result, please post it. I am not really sure what this thing will make.

Jim
https://board.moparts.org/ubbthread...3230/572-b1-org-part-1-buying-parts.html
https://board.moparts.org/ubbthread...1-org-part-2-component-observations.html
https://board.moparts.org/ubbthread...2-b1-org-part-3-machine-shop-report.html
https://board.moparts.org/ubbthreads/ubbthreads.php/topics/2928218/572-b1-org-part-4-mock-ups.html
https://board.moparts.org/ubbthread...66856/572-b1-org-part-5-build-notes.html

875 gas
920 alcohol

1025 Gas
1060 Alky.

910HP on gas

980 (gas)
1025 (alky)

Interesting estimates so far.
IMO, I think the "little" 4150 carb will limit the airflow of the 572 CID at higher rpm (7000 ish), and therefore make less peak horsepower. Even if it makes more peak torque around 5500-5700 rpm.

I really want to know what rpm the peak torque and peak horsepower will occur.
Nothing fancy on this engine. The only "exotic" part is the Predator offset distributor. I got a good deal on one that had only 1 season of use. So the typical MSD billet distributor will stay with my old 570 hp iron head engine.

I'd expect around 900 hp on race gas with that carb. Probably see peak power around 7000 rpm with the 1150 carb. Has the intake been ported or is it as cast? I know those are pretty good intakes as cast but porting will still help a bit. Not so sure on the torque, maybe 750 at 5500 rpm?

We've run a bunch of engines that size, with good heads, big cams, same compression, same size carbs on the dyno this year but nothing with that exact combo of parts. Everything similar we've run has been right around 900 hp at 7000 rpm.

Peak torque 5800, HP 6900. My bet is on gas with the bigger carb 960 HP.
Doug

I bought the intake used, so I don't know the history. Visually, I can see some clean up inside. But I don't know how much.
The intake manifold exit openings are slightly larger than the Koffel gaskets. I "ported" the 3/4" thick RB spacers to transition to the even larger heads. Then I used a Flat Out Gasket that had the right size openings .

More info on Part 5 build notes.
Link to Part 5 - intake

For comparison, we have a .030 over 572 (580) with less lift (.768 gross), less flow (around 395), less C/R (12.4) but more carb (2 x 1150 TR). According to Wallace, it makes around 910hp on a good day (142 mph + @ 4023lb). Best shift point seems to be around 6800, rpms fall back 500rpm or so.
So I'm guessing around 940 on gas and 1000 on Alcohol

I'm not qualified to make an educated guess, but am looking forward to the results.

On gas it should go 1075+Hp no problem.

I’d be looking for around 925-950 with the 1150 and race gas.

No vacuum pump?

That's right; no vacuum pump. Nothing fancy.
It will be interesting to see the difference in the Dominator on gas and the 4150 series alky carb.
I had a hard time finding a dyno that would do this motor. Some "reasons" various shops gave me:
1) We only dyno engines we built
2) We don't have the stuff to do a Big Block Mopar (one had 6-bolt but not 8-bolt crank connector)
3) We dont' run alcohol in our dyno flow meters.

If not vacuum pump, hopefully you're going to have some positive evac via the collectors? So, with evac I'm guessing assuming heads and intake are 'good'? I'd assume 960-980 with the 4500 on gas. It'd be nice if you moved the cam 2 degrees to see and report on the results. Also from what i remember the belt in those distributors would retard the advance a couple of degrees at higher speed. Either way NO judgement and GOOD LUCK!!!

I have seen enough “strange looking” dyno sheets over the years to know they definitely don’t all spit out the same numbers.

The combo is pretty straight foward, and unless something is “wrong” with the motor, it’s going to make good power.

I feel that whatever the numbers are........ they could easily vary by over 50hp if the engine were tested on some different dyno services.

Just work on the tune up, get the best numbers you can....... and don’t get too excited about whatever the actual number is.

I am not educated but will say like 1000-something just to play along. Good luck with it!

Those are pretty common answers. The place I work with usually won't dyno engines they didn't build since it often turns into a pig pile. He has modified his policy over the years so he'll dyno engines from certain shops that he trusts but it still goes sideways on a regular basis. Not having the correct motor mounts or crank adapters or headers is also a common problem. It can cost upwards of a $1000 to equip the dyno for each engine model and if the customer doesn't want to pay for it then why should the dyno operator. A BB Mopar is fairly common so you should be able to find a shop with the setup you need but good luck if you want your nailhead run on the dyno or a 409 or something like that.

Alcohol shouldn't be an issue but I'd charge extra since it takes time to flush the system out afterwards. You're probably looking at $2000 for a couple of days of testing including switching carbs and fuel and doing multiple pulls to dial in the timing and jetting.

Like yours,...... mine was #1050 HP before the Procharger.

The first B1 bracket motor I built and dyno (551 C.I.) made 920 HP with a 1400+ CFM Dam Best carb that was way to rich at WOT on C12 I think, the customer provided the fuel.
That was with the stock B1 cast Dominator intake and right at 13.0 to 1 compression with a World iron block.
I'm in the process of making a 572 C.I. B1 KB aluminum block bracket motor running E85 with a pair of Mark Sullens E85 Dominator carbs flowing around a 1000 CFM each, I'm hoping and shooting for 1000 + HP on pump E85
I may add around 550 HP of NOS to it later for a local No Pep deal