632 dyno time

Got the 632 crate engine working on the dyno today. Had to spend half the day taking the wiring harness apart and putting it back together because the customer wants to run dual wide band sensors and the GM harness wasn't designed to do that.

Once we got that wrapped up we decided to do a little shake down run. This thing is a beast. And by beast I mean it is head and shoulders above anything we've ever tested in the last 20 years. We've run 1000+ hp drag engines before but this engine is in another class. First off it is quiet. When we first fired it up it sounded like a passenger car engine. Most 1000 hp engines sound like a grenade inside of a steel drum. This one is super quiet and it is very smooth. But as soon as the dyno operator started a pull we both freaked out. It instantly jumped up to 1000 hp and the dyno operator had to yank the throttle back because it revved so fast it blew right thru our set point. Usually engines take some time to make a pull but this one just instantly went to 1000 hp.

After we shut the engine down we both just sat there and laughed since it was weirdest thing we have ever seen. Anyway, here is the chart. We only had it taking data to 5500 rpm since it was supposed to be a shakedown run. I saw the gauge read 1000 hp at around the 6000 rpm mark but the operator was already pulling the throttle back there. We'll make some full runs tomorrow.

Nice. If you have ever watched Steve Morris make a pull, its over in like 3 seconds. Most of his big N/A motors make 1200-1300hp on his dyno.

Most of the better engine dyno have the RPM per second rate of acceleration options, I like 300 or 600 RPM per second depending on many things in the motors, street pump gas slower, race only faster with a narrowewr RPM band for the pulls on the race motors.
One of the Studka brand engine dyno I use to use was horrible about controlling the engine RPM when you were advancing the throttle to WOT before starting the pulls, I had to learn to advance that throttle SLOWLY before starting the test.
On the DTS and Super Flows dynos that wasn't an issue

It really is an impressive piece. More expensive than some of the other 1000-ish hp crate motors but for that money you’re getting oem levels of engineering and development.

It is a very, very impressive engine. The fact that it makes over 1000 hp with a hyd roller cam and beehive springs is what is so funny. And a seven qt wet sump oil pan. Not to mention the OEM timing chain, the skinny spark plug wires, the factory coil packs, etc. This engine really makes the point that what matters most is the cylinder heads.

Andy, I’m sure you mentioned it in a previous thread, but what’s the story on that manifold?

They normally get a typical single plane……no?

Yep, here is the way they come from Chevy. Stock water pump, cast intake with a Dominator bolt pattern. It is an EFI engine so they come with a really huge throttle body. It has super big throttle blades in it, probably flows more than 2500 cfm.
The owner wanted a front facing intake for his car. This engine is going in a tube chassis '57 Chevy and he wanted the throttle body in front so he could put a flat hood on it. It is a Hogan billet intake. Cost a small fortune.

That’s a monster!

Who makes this motor and who did you buy it from?
I have local customer who wants me to build him a BB Chevy similar to this, I don't do that, Mopars only for me but I would be happy to turn him on to this deal.

It is a crate engine: https://www.jegs.com/i/Chevrolet+Pe...Yy5t0NdeZVHsd7-x8lawatu4oykaAgO1EALw_wcB

Aluminum Cylinder Heads:
RS-X Design Raised Spread-Port
449cc Intake Runners
70cc Combustion Chambers
2.450 in. Intake / 1.800 in. Exhaust Titanium Valves
481 cfm of Airflow at 781 in. Valve Lift
Aluminum Valve Covers w/632 Logo in Iconic Chevy Orange
Camshaft and Valvetrain:
Billet Steel Hydraulic Roller
0.780 in. Intake / 0.782 in. Exhaust Valve Lift
.471 in. Exhaust Valve Lift
270° Intake / 287° Exhaust Duration @ .050 in.
Forged Aluminum 1.8:1 Shaft-Mounted Roller Rocker Arms

This got my attention.

What is the lobe separation on the cam, if this is known ?

113 LSA. I like how in the Jegs reviews for the motor somebody gave it 1 star because of pump gas and 12:1 compression. With a cam that large I'm not surprised at all it can run at 12:1 on pump 93.

Bad ass engine. I haven't seen one with the forward facing intake, very nice. I like the injector placement as well. What size throttle body? Will be interesting to see if it shows any restriction/vacuum at high rpm.

We're running 50/50 pump gas and av gas on the dyno. Not sure what the owner will run. Probably 110 race gas. It really needs a 102 unleaded but he can't find it around here. The problem is the O2 sensors foul up with lead and they cost $600 for the pair.

It is a MSD Atomic 103mm throttle body. It was the largest we could find that would fit the bolt pattern in the intake. The intake came from Hogan. Owner said it was the only one they had made but maybe they've made more of them by now. I've never seen one before. It is multipiece billet.

Maybe one last question, what is the intake lobe centerline set at ?

************

OK maybe one more, what does the ignition timing curve look like ?

Everyone realizes this is a brand new design cylinder head for a BBC right? That bog of an intake valve it should make power, be hard not to frankly. We have flogged one on the dyno with similar results but with the stock intake and throttle body. Be ZERO reason a guy could build a Predator engine to run pump swill that can make that power. These sell for $32-33K a decent value for sure.

When you have a big throttle body, it makes the throttle tip in very sensitive. Maybe even un-drivable if its a street car. I prefer, on any engine making north of 650hp, to use a progressive TB...Like a four barrel with progressive linkage. Drivability will improve. An engine will only use the amount of air it needs, no matter how big the TB is, so one that is sized a little better will give you better control. Just my 2 cents....

PS...That is the best bang for the buck engine out there right now. Thought about putting one in my Duster. Very well thought out engine, and the power it makes shows this.

These aren't bad for throttle sensitivity. The cam the cable attaches to results in less initial blade movement vs throttle input. (of course not working that way with the dyno throttle attachment)

No idea on lobe centerline. It is whatever GM set it at. There is no easy way to check this stuff since the engine doesn't even have a TDC pointer. You can't set the timing on the engine since you don't know what it is. You just have to trust that GM built it correctly.

The ignition curve in the engine at the moment 25 at idle and 32 at WOT. There is another 6 degrees of vacuum advance built in. But who knows what the actual timing is since we can't check it.

It is the best bang for the buck. I've worked on a few 1000 hp engine projects and this engine at $30,000 makes more power than last several projects I saw which all cost well over $40,000. Most of that is due to the fact that this is a factory designed engine that has been tested and debugged by experts. Customers who want 1000 hp sometimes don't know exactly how to get there so they waste money on the wrong parts.

I hope your customer has the skills needed to drive that motor on the streets
Some do, some don't

Thanks much Andy !

Best power was 1060 hp at 6700 rpm and 910 torque at 5900 rpm. It is going in a tube chassis 57 Chevy that weighs around 2800 with driver. Should run pretty good. Bracket car so he'll mess around with a delay box or whatever to get it to run the way he wants it to run.

Plenty to run bottom 8's with

My WAG,,,, 8 TEENS AT 160?

It's good it lived up to its power rating. We did a zz572/620 hp swap into a car that was pretty quick with a small block chev and that 572 was a dud.

Why?
What was wrong with it?
I'm getting ready to order a BB Chevy pump gas crate motor with 700+ HP and don't want to make any mistakes on getting the best one for my customer on the first order

Andy, how was the AF distribution with that intake? Cylinder to Cylinder?

EGT's look good for what this worth. Customer has custom headers in the drag car with O2 sensor in each head pipe so we'll see what they say and go from there. One the dyno we only had one O2 sensor per side.

Does the ecu that comes with that engine do individual cylinder correction? Would love to see the software that comes with it.


Joe

Yes, it can do individual fuel correction since it has an injector in each runner. It can also do individual cylinder timing since there are 8 coils. So each cylinder can be tuned by itself if you have enough data to know what to do. For the dyno we ran all cylinders the same since we didn't have individual cylinder information.

I think it is a Holley terminator system so I doubt it. I am not sure any of the Holley products can correct individual cylinders.

Video of one of the dyno pulls: https://youtu.be/2OqE1TnDf4M

It just felt lazy, like it didn't have enough compression for the cam, It sounded good, ran good, but was underwhelming for the size of the engine.

I have a buddy with a crate 572 in his Camaro. It runs low 9's. Those engines can make pretty good power but they'll never make great power since the heads are small. Basically just an Edelbrock head. But they'll make 700+ hp with the right mixture of cam and compression.

I think terminator x, HP and Dominator have it.

Yes, that is individual fuel trim, which is not the same as having 8 o2's and having the computer make adjustments, up and down, so they are all at the targeted AFR throughout the rpm range. IE closed loop correction by cylinder.

Yes I'm aware.

The ecu has the capability of individual cylinder fuel and timing correction which would be useful for this car considering-

"Customer has custom headers in the drag car with O2 sensor in each head pipe"

You're the first to mention 8 closed loop widebands. Holley will run closed loop with a max of 2.

OK, one more question.

Does the 632 have reverse cooling or conventional cooling ?

Motion Race works put one of these in a early 90s Chevy 1/2 ton truck. It went 9.29@145 testing for sick week. That was with a 16 year old kid trying to get his license driving it.