240 Trick Flow 440

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IQ52

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Next week baby, next week.

Soaking the MRL lifters and the Harland Sharp rockers overnight in break in oil. The adjuster screws on a $1,000 set of rocker arms are one reason you don't use anything OOTB. The screws were tearing the threads in the aluminum rocker and we had to chase all the threaded parts. Waiting on the pushrods from Smith Brothers. We'll fire it with the Victor intake, go to an Edelbrock RPM and then finish with a 6-Pack.
 

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More.......

Custom street solid roller, combustion chambers 77.4-77.6cc, Scat H-beams and Forged ICON pistons. 9.9:1 compression and maybe 87 octane..........maybe. No matter what it'll be a good safe street engine.
 

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3.75 stroke .010/.010 stock forged crank.
 

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nice ! another out of state build ? lol
 
I see, I just picked up a 750 mighty demon...never had one but looks like a nice piece
 
any more info on cam specs? so we can start a guessing game on hp. what about a little more chamfer on crank oil holes
 
She's got enough bevel to keep from tearing up the bearings. The cam is the equivalent of a 232/236 @ .050 hydraulic, the smallest cam I have ever put in one of these things. The owner wants some vacuum and power.

I've got a bigger cam for the 383 we're building. No you don't want to know, it's a Chevy. And yes I even build Fords, the last was a 515 that made 785 HP on 91 octane.
 
Torque torque and more torque!!! I have another BBM stroker in here we will be running with these heads. Plus I just sold a set to a local racer, he will be replacing a set of mild ported 906 heads. big bump in compression and flow. will be good to see well they do on that set up.
 
Stock distributor vs the Summit/FireCore50.............

This the first time I've received a distributor from them that came with the advance locked out and the rotor phasing screwed up. It could have been a return that wasn't right and they resold it to us, or the tolerance stack of all the related engine parts added up to a phasing problem.

The red block on the distributor barrel is the location and width of the #1 cap terminal. You can the rotor's eye view of 36 degrees total advance and that the rotor isn't anywhere near the terminal. Then twenty degrees initial.

After the fix the twenty degrees initial covers the terminal and the when the rotor is at 36 degrees total it's still on the #1 terminal.

Now MSD has an adjustable rotor but no luck with the FireCore50. So my solution was to modify the reluctor. The stock on the left and the modified on the right. Only took two tries to get it right.
 

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That's purt nearbout a stock cam for any of your builds, Jim.
 
RustyRatRod said:
That's purt nearbout a stock cam for any of your builds, Jim.
Click to expand...

Yep Rob yer right, pretty small for what I mostly do. But I'm well pleased with what it has done. Plus the fact we've exceeded the customers desires.

Marcohotrod said:
630 hp with victor, 625 with rpm, 600 with 6 pack intake
Click to expand...

Doggone it Marco, you're a tough audience.

With the Victor intake the engine was begging for more carburetor. But that wasn't what we were up to. We were testing the difference between the Victor (this wasn't a good Victor, it has had plenum work to it that had it actually lose power) and the port matched RPM. A ported RPM will hold it's own with a good blended Victor to 6,000 rpm. We've tested that on a 496 stroker.

RPM...........Victor intake TQ/HP...........RPM intake TQ/HP

3000.......................472/269...................495/283.......+21 TQ
3200.......................483/294...................515/314.......+32
3400.......................513/332...................546/354.......+33
3600.......................516/354...................550/377.......+34
3800.......................516/373...................555/401.......+39
4000.......................528/402...................558/425.......+30
4200.......................532/425...................553/442.......+21
4400.......................545/456...................552/462.......+7
4600.......................554/485...................553/484.......-1
4800.......................562/513...................558/510.......-4
5000.......................562/535...................552/526.......-10
5200.......................551/546...................556/550.......+5
5400.......................546/561...................546/561........0
5600.......................541/576...................532/568.......-9
5700.......................539/585...................530/575.......-9
5800.......................534/590...................517/571.......-17
5900.......................525/591...................508/570.......-17
6000.......................512/584...................497/568.......-15
6100.......................503/585...................480/558.......-23

You cannot race dynos. For a test we took an engine that made 598 lb-ft and 585 hp on our dyno and the very next day ran it on another dyno.......617 lb-ft and 600 hp. I like his dyno better if we are racing dynos.
 
Thanks for posting. It would be interesting seeing what both intakes would do with a bigger carb.
 
So now we are going from a 850cfm 4bbl to a ported dual plane 6bbl intake and the equivalent of a 960cfm 4bbl. Going to be fun to see what happens next week when I get the sprinkler system 6bbl fuel lines to stop leaking.
 
Awesome heads, great numbers from a basic combo
I wish big block was an easier fit in early A's
 
IQ52 said:
Yep Rob yer right, pretty small for what I mostly do. But I'm well pleased with what it has done. Plus the fact we've exceeded the customers desires.



Doggone it Marco, you're a tough audience.

With the Victor intake the engine was begging for more carburetor. But that wasn't what we were up to. We were testing the difference between the Victor (this wasn't a good Victor, it has had plenum work to it that had it actually lose power) and the port matched RPM. A ported RPM will hold it's own with a good blended Victor to 6,000 rpm. We've tested that on a 496 stroker.

RPM...........Victor intake TQ/HP...........RPM intake TQ/HP

3000.......................472/269...................495/283.......+21 TQ
3200.......................483/294...................515/314.......+32
3400.......................513/332...................546/354.......+33
3600.......................516/354...................550/377.......+34
3800.......................516/373...................555/401.......+39
4000.......................528/402...................558/425.......+30
4200.......................532/425...................553/442.......+21
4400.......................545/456...................552/462.......+7
4600.......................554/485...................553/484.......-1
4800.......................562/513...................558/510.......-4
5000.......................562/535...................552/526.......-10
5200.......................551/546...................556/550.......+5
5400.......................546/561...................546/561........0
5600.......................541/576...................532/568.......-9
5700.......................539/585...................530/575.......-9
5800.......................534/590...................517/571.......-17
5900.......................525/591...................508/570.......-17
6000.......................512/584...................497/568.......-15
6100.......................503/585...................480/558.......-23

You cannot race dynos. For a test we took an engine that made 598 lb-ft and 585 hp on our dyno and the very next day ran it on another dyno.......617 lb-ft and 600 hp. I like his dyno better if we are racing dynos.
Click to expand...



My 383 loved the victor with my trick flow heads! Pulls so hard up top now that the rev limiter has more then likely saved it more then once
 
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