[JLMounce]

Originally Posted by grivera

550/575

The build has moved fast - great to hear!

Yeah, it's come together pretty nicely. I will hopefully have the car running for my birthday on the 23rd.

I think everyone is probably in the ballpark. I'd love to see 550 or a bit above, but don't know how realistic that is with the intake and cam.

[65madgoat]

533hp and maybe 548 torque

[blueghoast]

I'll say 540-hp and 595-torqe.

GT

[Jim Moshier]

530hp and 599 torque

[grivera]

I’m surprised with the <550 hp guesses. Is it due to the lower compression? IIRC, it’s been said the Old Faithful cam at 236/245 with 290cfm heads makes around 550 hp. The 230/236 Stump Puller in my Firebird with 290 heads and 10.4 compression made 521 hp.

[JLMounce]

Originally Posted by grivera

I’m surprised with the <550 hp guesses. Is it due to the lower compression? IIRC, it’s been said the Old Faithful cam at 236/245 with 290cfm heads makes around 550 hp. The 230/236 Stump Puller in my Firebird with 290 heads and 10.4 compression made 521 hp.

Not sure. When I asked Jeff Kauffman for an estimate he thought 550-575.

Maybe I need to clarify some parameters. The cam figures I provided are @.050. Advertised duration is 293/301.

Gross valve lift is .596/.597

I'd love if the engine made between 550-575, but honestly, the number will be what it will be.

I add the most recent photo from the machine shop as well as the cam card.

I had hoped this would go to dyno this week, but I'm less certain that will happen. The new water pump was missed in the parts ordering, so we're waiting on that.

[b-man]

Happy dyno or conservative dyno, which one will you be using?

I’m usually erring on the conservative side so that’s why I’m not at 550 or above on my guess.

I have a friend up the street from me with a long-stalled Chevelle mild steel tube chassis race car project, we’re talking 30 years and it’s never turned a tire under its own power.

It has a 327 with ported camelback heads, a tunnel ram with who knows maybe a pair of 660s on it and 14.5:1 compression which it must have a monster pop up piston dome and heavy cut on the heads to achieve that if it’s even possible.

It’s supposedly going to make 600 horsepower and turn 10 thousand RPMs if he needs it to. I’ve already cautioned him that it needs new valve springs (rockers never removed for engine storage) and that aluminum rods can be a problem left sitting for long periods of time with the bolts torqued. He’s resisting tearing down a 30 year old never been fired race engine to lube and inspect it and replace a few things.

I’m not gonna burst his little bubble with my amateur but more realistic horsepower guess but you get the picture.

[JLMounce]

Originally Posted by b-man

Happy dyno or conservative dyno, which one will you be using?

I’m usually erring on the conservative side so that’s why I’m not at 550 or above on my guess.

I have no information about this specific dyno. The only thing that I can note is that the shop does a lot in circle track class racing and their dyno equipment would need to be accurate for testing purposes for that.

That certainly doesn't mean it couldn't be stingy or happy. Just an observation.

[chuckies76ta]

Originally Posted by JLMounce

Another quick update here.

Received my heads and intake back from Kauffman this past weekend. Shipped along with them was a new set of gaskets for the correct port size and we spec'd the Johnson short travel lifters for the hydraulic roller cam.

The cam is en-route to me now and should be here Thursday. It's a comp grind using QNI lobes. 240/248 on 112. .398 and .397 lobe lift on the intake and exhaust respectively, using 1.5 HS rockers. I calculate 73* of overlap, right at 10* more than the previous cam I ran.

In regards to the lifters, I compared them to the Lunati (morel) lifters I pulled out and there's a rather noticeable difference in weight, with the advantage going to the Johnson lifter. The Johnson's are physically smaller in height and the link bar is a bit smaller as well. I don't know what kind of steel is being used in the different lifters, but if I had to guess, the Johnson is using stronger material and using less of it as a result.

That's all the parts I needed to supply, so I'll get those over to the machine shop on Friday and hopefully I'm entering the final stretch on this build!

Sorry to hear about your troubles. Just putting this out there as I installed Johnson short travel lifters years ago and the Rep told me that the lash was very crucial. From what I remember I was told to count the threads on the poly-lock to set lash. In other words it's not 1/2 turn and your done.



575 hp and 600 torque.

[chuckies76ta]

Originally Posted by JLMounce

Went with the 310 port and also port matched the torker ii.

The heads got new springs (Pac 1903 at 1.8" IH) seals, valve job and a surface.

Do you have any numbers for open and closed pressures? Thanks

[JLMounce]

Originally Posted by chuckies76ta

Do you have any numbers for open and closed pressures? Thanks

Jeff said 145lbs on the seat. He did not give me an over the nose pressure

The springs are rated at 395 lbs at coil bind. I'm at about 85% of coil bind with a 1.8 install height ant .596" of lift. So probably in the neighborhood of 335 lbs over the nose by some basic math.

[PAUL K]

1903 installed at 1.8 will give around 385 open pressure with a .600 lift cam.

[JLMounce]

Originally Posted by PAUL K

1903 installed at 1.8 will give around 385 open pressure with a .600 lift cam.

Perfect, thanks for the info!

[Formulajones]

Originally Posted by JLMounce

Not sure. When I asked Jeff Kauffman for an estimate he thought 550-575.

Maybe I need to clarify some parameters. The cam figures I provided are @.050. Advertised duration is 293/301.

Gross valve lift is .596/.597

I'd love if the engine made between 550-575, but honestly, the number will be what it will be.

I add the most recent photo from the machine shop as well as the cam card.

I had hoped this would go to dyno this week, but I'm less certain that will happen. The new water pump was missed in the parts ordering, so we're waiting on that.

Attachment 639830

Attachment 639831

You're in Colorado so some here are going to bulk at the larger correction factor needed up there, not that it matters really. We have the same issue down here actually. I've found predictions from the Kauffmans to be a little ambitious when I've dyno'd stuff from them but you didn't hear that from me lol.

Having dyno'd similar stuff to yours I'd bet it's around the 520 mark give or take, but it'll have a boat load of torque with a nice flat curve.

[JLMounce]

The engine was broken in and tuned yesterday. I swung by for the final dyno pulls this morning.

To say that I am thrilled is an understatement! She sounds wicked and puts up numbers to match.

They forgot to paint the water pump, so they'll do that as soon as the engine comes off the dyno today and I'll pick it up likely tomorrow.

[65madgoat]

579hp and 600 tq -- IMPRESSIVE BUILD!!

[JLMounce]

Thanks, I'm through the moon on the build. I should have it in the car this upcoming weekend.

[Jay S]

Awesome Jason! That is going to be a blast to drive.

[JLMounce]

It should definitely rip! Weight of the car with me in it is just over 3600 lbs.

[steve25]

That 30 year old 327 build with ported double hump heads will not even make 380 Hp !
Those size piston domes needed to make 14.5 with a 327 cid motor will cut into flame travel like your buddy will not believe!

With those chambers anything over 13 to 1 and your shooting your self in the foot, your right foot.