Never dynoed an Edelbrock head motor before, have ported tons of castings & built fair amt of E head motors, but no one ever wanted them dynoed... & then all sudden I have 2 on in a week... Business seems to work that way sometimes.

I'll just give basics of each....


1st Motor:
360, .030" over 365 CID
3.58" SCAT 4340 crank
6.123" H beams
Custom Ross 4.03" Flat tops 1/16 rings
11.04:1 compression
Milodon 7 QT pan
Mechanical water pump
Comp Cams Solid roller, 264/271 @ .050", .655"/.640" 108 LSA
PRW moly rockers, 1.5:1
Hughes CNC Edelbrocks, 2.08"/1.60" valves
Fully "ported" Edelbrock Super Victor intake
Pro Systems 950HP

2nd Motor
340, .030" over 416 CID
4.0" K1 Crank
6.125" K1 H beams
Off shelf Diamond 4.07" Flat tops, 1/16 Rings
12.4:1 Compression
Moroso 8qt pan
Mechanical water pump
Bullet Solid Roller 272/274 @.050" .670"/.655" 108 LSA
Hughes 1.6:1 aluminum rockers
Shady Dell Stage 2 Edelbrocks, 2.02"/1.60" valves
Port matched Edelbrock Super Victor
750 Speed Demon

Ran both motors with my 1 7/8" dyno headers....

The 365 came in to me as a complete engine that kept burning up Comp Pro Magnum rockers since it was converted to roller cam... All I did to it was modify oil system, install PRW rockers, & changed spring/retainer/lock/cup combo to something that would work better than what was on & would clear the large arches on underside of the PRW rockers. Heads had been milled to edge of intake seats to help compression, intake manifold supposedly had $800 in "port work" done to it... it looked nice, but was almost all just sand roll work/casting removal. I put set of 1.50" OD PAC springs & a 1.35 OD CV products Ti retainer combo on & shortened the installed heights down to 1.90 from the unruly 2.0" where they had been @ before. I did'nt even know you could get a 2" spring on a SB E head! Even with the small diameter spring/retainer I still had to trim some of the arch on the rockers about .030" Roller springs & SB E heads/rockers just don't play together nice without having to get crazy & machine rocker pedestals off...

So I grooved the camshaft, & hand honed the rocker bodies, installed T&D adjusters & few other little things & rockers looked like new after day of thrashing. The Comp Pro Mags made it 1/8 mile before they had welded themselves to shafts... So that one seems to be healthy in the valvetrain once again. Main cap walk, that's another story...

The 416 was a budget deal for local guy who races @ Beaver Springs, just wanted all off shelf parts & a good "bang for the buck" stage 2 type port job on the heads. K1 Crank/rods/set of Diamond FT's. Ran set of Howards lifters (same as Doug Herbert) etc.

I decided to go for compression on heads, so I could run a good bit of cam in it, so instead of doing any deshrouding/enlarging/reshaping of chambers like I normally would, I left them physically as small as I could... Basically just sand rolled them & blended in sharp edges left from the top cut of valve job where it intruded on port side walls... with doing this & milling heads to edge of intake seat I was able to get a 57.5 CC chamber which gave me right at 12.5:1. If I had done some chamber work, I'd probably have been at least in the 61-62 range, which really would'nt have killed compression too bad, still would be over 12, but again the budget was'nt calling for killer head work, so I just left chambers alone & hoped they would work ok, figured I'd use it as an experiment. Focused more on intake ports & did very basic bowl blend on exhaust side. Wish it had little bigger valve in it as well but again no $ for such extras...

Customer had supplied a used up Holley Strip Dominator... I found issues with it & had to make tactical decision to replace it. Normally I'd just put a regular old Victor 340 on it but I was able to score this Super Victor for almost $100 less than Summit gets for one somehow through another source brand new... so went with it. Am not a huge SV fan, but was curious to see how the 416 it compared to the 365 & kind of wanted to keep manifold same to eliminate a variable in equation.

Anyhow.... on to the results....

The 365, I thought would make 555HP/460 TQ
The way it came in the door, I was real close, it was in the 556/455 range after initial pulls. I was thinking it would hate the SV intake (way big for it) but TQ was not that far off... we put HVH spacer on & was instant 16 HP, confirming my suspicion that the intake was bit big for this motor. Normally don't see anywhere near that kind of gain with a tapered spacer, usually about 1/2 of that if lucky.

Ended the day with 38 timing, 1" HVH & 577HP/471TQ

Today we ran the 416... I was shooting for 620HP/540 TQ...

Started the day with 32 timing & a 950 HP. Slowly Worked way up to 606 HP/535TQ with 35 timing with that carb & a 1" HVH. This was my carb, so did'nt want to spend alot of time messing with tuning it, did one jet change & that was it... Customer had brought a new Dominator that he was planning on buying off a buddy of his, so we figured we'd spend our tune time on it...

So on went the 1050 with a 2" adapter.... was some brand new whiz bang TRC? 1050... looked nice, & as usual with most "pretty carbs" from unknown sources, it would not make a clean pull... 580's power & that was after hour & half of messing with it just to be able to get 1 pull with it. Progressive linkage was binding up both opening & closing etc. It was a disaster... I warned the customer as soon as I saw it, I told him most of those aftermarket messed with Dominators unless it is coming out of a reputable shop like Pro Systems or Cubic etc. usually don't work for one reason or another. Idle air bleeds WAY off etc etc. After 1 pull I just said get it off there... send it back. So then he had an old 750 Speed Demon that he had ran on mild low 12 sec 340 for past couple years... bolted it on & bang, 619HP/544 TQ Wideband #'s & EGT's dead on where we wanted to see them.... did not even think about playing with jetting on it, just left it alone, we got our 620 & it sounded good. My 950 has been fast down the track on several different cars & been on bunch of motors here & there, it's a GOOD piece, but this 750 Demon worked really well on this combo, I was definitely surprised....

The 416 made over 500 FT lbs from 4400-6400.

Peak HP was @ 6400, & we pulled it to 6700 & it was still 614 HP @ 6700. Looking back, I think we should have tried 6900 or so... but I was little wary of the hughes rocker system & 625 lb springs & ton of RPM. This is bracket motor, so I'd rather keep it happy & alive than go after every last RPM on it.

I was little surprised @ how well it hung on up top for small CSA/runner/valve head on so many inches... Seems like most guys who run 4" Crank E head motors shift in low 6's.

Peak TQ Was @5100 RPM, pretty typical 4" crank, small head.

But anyhow, was nice to finally see some #'s off of some non typical (for me anyhow) engine combos. Gives me a better feel for what various configurations of Edelbrock head work can accomplish, & I gotta admit the super victor surprised me a bit on both, I really thought the TQ would be hurt more than it was, the 416 made hair better TQ per inch, but @ 1.29, the 360 was not BAD at all for this dyno.... The EGT's did show some issues with the overall design, but don't think it was anything critical.

Good learning experience.

X

nice

Hello,

Love posts like this with such great info.

Thanks RyanJ

Damon

"Good learning experience."

As it was for us. Thanks, Ryan.

Interesting read, and thanks a bunch for the real world info. Thanks Ryan!

I can't believe you've never dyno'd eddies before

THanks for posting! What fuels were these engines run on?

love reading your stuff...very well detailed and to the point...

Ryan, thanks for taking the time to post that. Appreciate it.

Q: (Ballpark) how much material is usually removed from the head to mill it to the edge of the intake seat?

Also interested in what fuel was run in each one.

awesome reading thanks.

Cool read for sure! I am also interested in what fuel you ran these motors on.

nice builds ryan.
i sent you a set of e brocksfor a customer of mine about 4 years ago. its a 408 pump gas deal. well know he,s board of running 10.40 and want to step up too compresion and a bigger cam and also a custom set of pistons with a nice ring pack and such and he has a super victor as well. his heads were your stage two with the 2.02. want to try and get all he can out of the heads and the intake and step up too a vacumn pump. what kinda steam do you think you could in a optmized package is 650 doable?

Good info Ryan thanks for sharing. Jim

Nice work Ryan.

Thanks for sharing Ryan, I love reading posts like this, great info!