Well, I finally got my ol' junk on a dyno, today and to my delight (and, surprise) it didn't cough its cookies at 6 grand!
Here are the engine specs:
Stock bore and stroke 360 Magnum with about 16,000 miles on the clock, with stock cast pistons, rods and crank... factory rings, head gaskets, and balance.
Stock compression ratio (measured 9:1.) Virtually, a stock 360 Magnum short block, except for the cam.
Stock Magnum heads with a TINY bit of bowl porting; no gasket matching at all, and no combustion chamber polishing/grinding. Three-angle valve job, back-cut valves. Stock size valves (OEM valves.)
Hughes hydraulic roller reground cam with 214/218 degrees duration @ .050"
lift, ground with 114-degrees of lobe separation; .525"-lift at the valve with Crane 1.6 (stock ratio) needle-bearing aluminum rockers. 300# (open,) valve springs and chromemoly, heavy-duty push-rods from Hughesengines.
Windage tray; stock pickup and oil pump. Stock-configuration, center-sump, oil pan.
M-P distributor from Summit, untouched. 8 mm Taylor Cable ignition wires,
TTI step headers and complete H-pipe exhaust (2.5"; Dyno-Max Super Turbo Mufflers.) Dump tubes (for open exhaust.)
Tall M-P Magnum valve covers (to clear the roller rockers.)
Home-made mounting plate for Vortech V-1, S-Trim supercharger with an "Extreme Velocity" carb hat atop a "BLOW-THROUGH" 4150 Holley 750 double pumper from the Carb Shop in Ontario, CA.
Crosswind "Air Gap"-style intake manifold.
MSD analog ignition provided by the module inside their "BoostMaster" spark-retard, plus an MSD "Blaster" coil. Cold NGK plugs (can't remember the part number; sorry.)
Homemade blower discharge plumbing from the blower to the carb hat.
Snowperformance Boost Cooler Stage I alcohol injection system.
In a 3,340-pound car with a 250 pound driver, 3.55:1 limited-slip rear end, it ran 7.59 @ 93.6 mph in the eighth with a miserable 1.81 60-foot time (it was cold and there was NO bite to be had!) That was a 9.74 @ 105+ mph in 1,000 feet.
Today, I took it to a dyno shop which said it made 445 rear wheel horsepower on 10 pounds of boost, and 470 foot pounds of rear wheel torque. The thing won't pull much past 5,400... no sense running it to 6 grand, the dyno operator said.
The dyno operator also said it was way too rich, and that I could probably make nearly 500 RWH if I wanted to lean it down, but "pig rich" is "safe" for these worthless-for-supercharging hypereutectic pistons, so, I declined.
I've been posting about this car for a long time; I am glad I can finally post some real numbers about what you can do with a 360 Magnum without doing hardly anything at all to the heads.
The 445 horsepower isn't very impressive unless you grew up in the '50's like I did, when a fast car was anything that could run quicker than 17 flat!!! LOL!
How times change...
Here are the engine specs:
Stock bore and stroke 360 Magnum with about 16,000 miles on the clock, with stock cast pistons, rods and crank... factory rings, head gaskets, and balance.
Stock compression ratio (measured 9:1.) Virtually, a stock 360 Magnum short block, except for the cam.
Stock Magnum heads with a TINY bit of bowl porting; no gasket matching at all, and no combustion chamber polishing/grinding. Three-angle valve job, back-cut valves. Stock size valves (OEM valves.)
Hughes hydraulic roller reground cam with 214/218 degrees duration @ .050"
lift, ground with 114-degrees of lobe separation; .525"-lift at the valve with Crane 1.6 (stock ratio) needle-bearing aluminum rockers. 300# (open,) valve springs and chromemoly, heavy-duty push-rods from Hughesengines.
Windage tray; stock pickup and oil pump. Stock-configuration, center-sump, oil pan.
M-P distributor from Summit, untouched. 8 mm Taylor Cable ignition wires,
TTI step headers and complete H-pipe exhaust (2.5"; Dyno-Max Super Turbo Mufflers.) Dump tubes (for open exhaust.)
Tall M-P Magnum valve covers (to clear the roller rockers.)
Home-made mounting plate for Vortech V-1, S-Trim supercharger with an "Extreme Velocity" carb hat atop a "BLOW-THROUGH" 4150 Holley 750 double pumper from the Carb Shop in Ontario, CA.
Crosswind "Air Gap"-style intake manifold.
MSD analog ignition provided by the module inside their "BoostMaster" spark-retard, plus an MSD "Blaster" coil. Cold NGK plugs (can't remember the part number; sorry.)
Homemade blower discharge plumbing from the blower to the carb hat.
Snowperformance Boost Cooler Stage I alcohol injection system.
In a 3,340-pound car with a 250 pound driver, 3.55:1 limited-slip rear end, it ran 7.59 @ 93.6 mph in the eighth with a miserable 1.81 60-foot time (it was cold and there was NO bite to be had!) That was a 9.74 @ 105+ mph in 1,000 feet.
Today, I took it to a dyno shop which said it made 445 rear wheel horsepower on 10 pounds of boost, and 470 foot pounds of rear wheel torque. The thing won't pull much past 5,400... no sense running it to 6 grand, the dyno operator said.
The dyno operator also said it was way too rich, and that I could probably make nearly 500 RWH if I wanted to lean it down, but "pig rich" is "safe" for these worthless-for-supercharging hypereutectic pistons, so, I declined.
I've been posting about this car for a long time; I am glad I can finally post some real numbers about what you can do with a 360 Magnum without doing hardly anything at all to the heads.
The 445 horsepower isn't very impressive unless you grew up in the '50's like I did, when a fast car was anything that could run quicker than 17 flat!!! LOL!
How times change...
