598 cid Profiler 205 head

Building another engine and chose a 4.600 bore X 4.500 stroke for a 598.  The cylinder head is a profiler 205.  Sheetmetal intake with twin dominators.  

Parts list:

Block:  Ford A460 block 4.600 bore (same one I had before)
Crank:  Crower billet crank 4.500 stroke
Connecting rods:  Oliver
Pistons:  Diamond, approx 16:1, 599 grams
Cylinder Heads:  Profiler 205.  New Victory titanium 2.45 intake / 1.85 exhaust valves.  
Camshaft:  solid roller, will post specs later, but approx .900+ on lift, plenty of duration for 8,000 rpm out of a 598.  
Rocker arms:  Jesel shaft, 1.80 ratio, offset intakes, with one piece stands
Intake manifold:  Hogan sheetmetal 2X4
Carbs:  9377's 2X4 not sure what cfm they will end up after being gone through by the Carb Shop.  

Other parts will come from the previous motor:
Danny Bee belt drive
Meziere Electric water pump
MSD crank trigger ignition / 7AL2 plus / Billet distributer
Dailey external oil pump and custom oil pan  

Some pictures so far.  

Hogan intake with carbs done:




Cylinder head with new valves and valve job.  The old titanium valves were experimented on to see what valve job worked best.  I sacrificed a little bit of top end flow to make some substantial gains in the mid-lift numbers.   They already flow over 400+cfm at only .500 lift, and are well over 500+cfm at .900 inch lift (intake)





Jesel shaft mount rockers for the profiler head I really like, as the stand is completely 1 piece.  



Diamond pistons:

Sent one of the heads to Diamond so they could "map" the combustion chamber and they came up with these pistons.  I really like Diamond as a company.  





A460 Block:  It survived the previous mishap,  going from 4.500 bore from my 572 to a 4.600 bore was enough to clean up all of the damage.

only thing that would make it more sexy is a pair of direct ports........

Nice build

Nice looking pieces. You should reach that HP goal.

What class do you hope to run? Just curious since you are running to Dommies and a sheet metal intake.

Looks killer....good luck

Hot street / N/A10.5 Won't have enough to ever win, but hopefully enough just to join the party.

Not sure if PSCA will have Hot Street, but NMCA west has N/A10.5 for the full schedule. There were only 9 cars in Hot STreet at the SCSN9 in Vegas this year.

Very nice.should be fun.  

That's gonna make your car even more bitch'n than it already is!
You still gonna be able to fit it all under your current scoop?

dirt_worker wrote:That's gonna make your car even more bitch'n than it already is!
You still gonna be able to fit it all under your current scoop?

cut hole and lexan scoop ftw lol.

richter69 wrote:

dirt_worker wrote:That's gonna make your car even more bitch'n than it already is!
You still gonna be able to fit it all under your current scoop?

cut hole and lexan scoop ftw lol.

forgot about the veggie strainers there to homie.2 dommy's and some strainers...?? super bitchin..

Yeah I have no idea right now. Maybe a forward facing scoop that is mounted off of the carbs, and then cut the hood to go around the scoop? That would be a shame though as the current hood is a carbon fiber 4" cowl that weighs 7 lbs. Plus, I don't really like the forward facing scoop on top of the cowl, but a lot of people are doing it. I just don't like the look of it. OR, I could just get a stock flat hood in carbon fiber and get a 8 inch forward facing scoop with an airpan mounted off of the carbs.

I have noticed a couple companies (VFN, Harwood) can mount any scoop to any hood if you buy both from them. Maybe I will go that route, not really sure. If I go with the scoop mounted to the carbs, I think I will just use the center mounts, easier that way.

If you have a forward facing scoop attached to the hood better plan on reinforcing the hood somehow to keep if from flexing...

I like the separate scoop mounted to the carb deal..then the hood can just sit there and look pretty.   

dkp

^^^^you have the forward facing scoop I was looking at. That runs back to the windshield, correct? Do you run an air pan also? How do you mount yours to the carbs--by the center stud mount off of each carb or to the engine? What scoop is that, (mfg/part#?)

I have 90 degree dzus brackets welded to is5/16" threaded rods into the center of both carbs and quarter turn dzus fasteners riveted into the center of hood scoop. Hood is trimmed to fit around the base of scoop. You will want an airpan or fuel will siphon out of the carbs.

Nice! I think 1200hp is doable.

Nice build! Do you know how much you will have to weigh in psca hot street rules?

I have a good idea using the 2013 rules:

Base weight for under 600cid = 3100 lbs

Add 10% for sheet metal intake (598 X 10% = 59.8lbs)
Add 25% for profiler head (598 X 25% = 149.5lbs)
Deduct 15% for powerglide trans (598 X 15% = -89.7lbs)

SO…… 3100 + 60 + 150 - 90 = 3220 lbs. My car last time I weighed it was already 3340lbs (with me in it), so not worried about the weight penalties the profiler head has as I am overweight anyway, and I don't want to cut up the car anymore, I enjoy the "factory" look.

I hear you on the factory look thing I myself hate to have to cut my hood for a scoop but need alittle more room under my hood for the carb. I have been looking for one for the Ranger but can not find anything I like without changing the looks alot I like a sleeper look.

Sweet setup can't wait to see the results.

[quote="psfracer"]I have a good idea using the 2013 rules:

Base weight for under 600cid = 3100 lbs

Add 10% for sheet metal intake (598 X 10% = 59.8lbs)
Add 25% for profiler head (598 X 25% = 149.5lbs)
Deduct 15% for powerglide trans (598 X 15% = -89.7lbs)

SO……  3100 + 60 + 150 - 90 = 3220 lbs.   My car last time I weighed it was already 3340lbs (with me in it), so not worried about the weight penalties the profiler head has as I am overweight anyway, and I don't want to cut up the car anymore, I enjoy the "factory" look.  [/quo

Nice build. best of luck with your new combo.

Any thoughts on the manifold? I have had a couple people tell me the runners are a bit long and the plenum is on the small side. Does anyone know a place that could cut the old plenum out and replace it with a larger one, and bring it down some? I might try it as-is on the dyno but I want to get some rpm out of this motor. The old motor was shifting at 7200 and went through the lights at 7600.

I think I would try to run a single 4 manifold with a big bore carb and drop the weight if you could. The profiler cylinder head port volume is a little big in my opinion for a 598 unless you are going to operate the engine at or above 8000 rpm especially with a tunnel ram. I personally would maybe change the camshaft also. I hope to have a c-head engine done to run in this class for Vegas. Its pretty cool some guys are trying some BBF's in this class. Again this was JMO and Good luck with your build. Hope to see you at a few races this year.

Exactly my thoughts (imagine that, I agree with the expert on BBFs).  I do want to turn this thing 8,000+ rpm, I was thinking the cam could use more lift, maybe in the .950 range--but I would also change springs along with that.   I thought the duration looked good but I really don't know that much about these things.

It would be really cool to see another BBF in this class for sure. Mostly NMCA west for me, PSCA, but if all else fails I plan to be in Vegas next Nov for sure, without a doubt.

What happen to your old motor, if you dont mind me asking?

Lost rod bearing on #7.   Crank and 2 rods are damaged.   Pistons held together though, top end is fine, block cleaned up fine going from a 4.500 bore to a 4.600 bore. Motor had 130 passes. I was going to tear it down for a refresh after the SCSN9 in Vegas in November, but didn't quite make it. 2nd pass at SCSN9, I was coming back on the return road and noticed the oil pressure was about 10 psi lower then normal.  Car was a little hot so I didn't think anything about it.  Next morning before my next pass, oil pressure was fine.  Pass was fine (8.98 @ 150 not squeezing till the 60 and then letting off at 1,000 ft mark).  A little off but DA was 3500 so didn't really concern me.   Turns out these were all clues that the motor was trying to tell me it was hurt.  Third pass boom at 1,000 feet.  Belly pan kept oil off the tires, I was able to stop fine without hitting the wall.  At first a lot of smoke and thought there was a fire, so unbelted as fast as I could and ran outside and turned off the master disconnect at the rear of the car.  As soon as the engine didn't sound right in the run (1,000 ft) I had already turned everything off on the switch panel (ignition, fuel pump, water pump, etc).

Still ran a 9.21 @ 118 mph lol. I won to. HA.