1,000HP A-460 Headed 565 BBF

From the "Quick and Dirty" rebuild thread:

4.605 bore x 4.25 stroke = 565 actually 566"
A-460 Block
Crower/Ford Motorsport crank 4.25 stroke
Crower rods w/ BBC journal 6.535"
Heads: 1st Generation Ford Motorsport A-460 heads angle milled with 2.40" Ti intake 1.88" Ex w/ 66cc chamber
13:1 Compression
Intake: TFS Tunnel Ram -  2 -1,050's   C&J Engineering
(Cam new for rebuild)
Custom Comp Roller:  275/277 @ .050 with .455/.421 lobe lift,  113 lobe sep. dur @.200  196/186   ( Net lift .801 - .745 )
T&D Shaft rockers 1.8 ratio
Manton Push rods 3/8" thick wall.
PSI- Super Clean Silicone valve springs   295 on the seat. 715 over the nose.
Arias pistons, gas ported (Atomic )
Fresh rings for rebuild:
Akerly & Childs ring pack .043, 1/16th, 3/16th  (stainless top, napier second, 10lbs oil ring)
New for rebuild:  Williams oil pan  oil pan dual kick outs 11 qrts
Kaase oil pump
MSD crank trigger
Cometic head gaskets .045

New for rebuild:
Danny Bee belt drive
GZ Vac pump Super Pro (kit )

" Quick and Dirty Rebuild thread"  -  
https://www.429-460.com/t28404-quick-and-dirty-rebuild-of-the-565-thanks-lem

This would not have been possible without the help of my old friend Geoff Mummert - Mummert Machine and Development. Geoff did the heads on this thing back in 2003 (18 years ago)  We put it back together in his shop space in the evenings and weekends.  Geoff also did the work on the intake for this go around and freshened up the heads.

Much thanks to Lem on sourcing the parts from the head and intake gaskets, rings, cam bearings, Danny B (from 7 years ago) a fresh belt for it and probably a few more things .... Thanks Lem
Dyno Day:





Sunoco 110 with 32* timing:



Sunoco 110 with a "splash" of Q16





Last pull for the day:  " I think we're done"
https://vimeo.com/user136758777

When we left the dyno in March we were done with a number at 972 hp at 7,400.  We figured we had left a bit on the table with the electric vac pump and the intake not being fully ported. We had some distribution issues cly 6 & 7 that weren't helping the power at all.

Best pull of the day in March:


Notice the AF on the Lambda at 12.2.  This engine has always made more power at 13:1 or closer than 12:0 ( the cly to cly sensors read 6/10th leaner.)

Cly to Cly AF's - March


That was after a ton of jetting and air bleed changes.

We figured with some manifold work and possibly shear plates we could get the AF's better.  

Mummert went after the intake manifold and took it from this:


To this:



We got a couple of  Wilson shear plates for the TR lid:




And last but not least a Vac pump from Bill at GZ. His Super Comp kit



While we were at it I also replaced the old Steph's oil pan for a new pan from Williams:


So with everything bolted back together off we went to Westech for another run at it:


After a few pulls we ended up here and made the same number +/- 2 hp 3 times:


Here's how the Cly to Cly air fuels looked: This is with the same jetting as in March


So after making the third pull to 998 at 7,600 it was time for the K&N velocity stacks with air filters. They slow the air down over the carb and allows the  booster to get a better signal:


The next pass we got this:  Sunoco 110 with 32* timing



AF with Velocity stacks:



We made another pull to back it up and then we checked the fuel and there were a couple gallons left in the tank.  We added a gallon of Q16 on top of that and produced the 1,010 at 7,700 number:


So we got the number but it is 200-300 rpm higher than the goal of 7,400.  

Maybe before the end of the year the 565 might make it back on the dyno to to try a few things before it comes apart next year and the 600",  11.25:1, 1,000hp  pump gas deal gets built. ( New set of A460 heads that will flow in the 480 cfm range)  Maybe before this come apart I'll have the tunnel ram "printed" to run.





3D printed at 3/8th scale:  runner length designed for the 3rd harmonic at 7,200 and plenum size designed for this engine size (range)



"Twisted" carb to better distribution:




Firing order 1-5-4-2-6-3-7-8



Cly 1 & 5


I have a couple other sims that are better than these, but I'm still learning from them to help improve the design.

There will be power in this manifold for the intended rpm range.  Once that's done we'll address the cam for the 600" deal.

Before the scoop gets made it will run one of these setups ... Not sure which yet:




85

Keep in mind that YOUR RESULTS MAY VARY ........

Vac Pump Review:

In comparing power numbers with a vac pump and without ...

1st: This engine had a back yard  hone job with a dingle ball:



It got a fresh set of rings  .043- 1/16th- 3/16th oil ring.  (oil ring is 10 lbs tension)

Run 5 on the dyno matched the last power run from March  Pk Trq 5,900   770 lbs ft  Pk Pwr  7,400   972 hp
Electric Vac pump pulling just at -1.0'

We put the GZ Vac pump on and made a few passes. # 8 is the best comparison apples to apples:  - 9.0"  Vac

Pk Trq 5,900  769    Pk Pwr  7,400   989 hp  

Apples to apples  it's 17 HP.

On this application it made more HP with -9" than it did with -10.5".  10.5" showed 985 hp.  

With the future build the ring pack will be  .043 - .043 -  2 mm oil ring.  The Vac pump will earn it's keep with that setup.


Your results my vary.

I didn't get that new tunnel ram built, but I did make some mods to another TFS tunnel ram.

Spacer inserts - Change runner length, plenum opening area, taper and entry angle.

Sept 2022:


The engine was 2% SOFT (down about 23 hp from the baseline - ring seal). We did A/B dyno runs. Old manifold first then swapped in the spacer manifold and ran it after we had lunch:





Spacer manifold is in red:



When the engine is fresh ( it will be with this years rebuild) it will make 1,000+ at 7,200. And with the new set of heads we're hoping to bring the trq up across the entire rpm band

Excellent work G-Code and thanks for sharing the results.

The 4 hole under the carburetor bit reminded me of the early Dominator intakes I have seen with SK part numbers from 1969 or so when Ford went to them (Dominator Carburetors in NASCAR). Below is one for allegedly Trans Am or Pro Stock Racing for a Boss 302. I believe the one below may be an IR type also, as they were playing with that to. Maybe Ford was onto something back then?

I bet that plastic helps keep a tad of heat off the carburetors also, not that it matters much on a Tunnel Ram in a boat.

https://www.ebay.com/itm/134106861321?chn=ps&norover=1&mkevt=1&mkrid=711-117182-37290-0&mkcid=2&mkscid=101&itemid=134106861321&targetid=1645685073248&device=c&mktype=&googleloc=9027791&poi=&campaignid=16730423415&mkgroupid=135815925780&rlsatarget=pla-1645685073248&abcId=9300841&merchantid=6296724&gclid=Cj0KCQjwi46iBhDyARIsAE3nVrbuQujORnmTjdSz3bJCEPX0futqXWjEfS24OhbiAPMy8u-cjcLT-_QaAlQGEALw_wcB

Would you use the 6.535" rods again if 6.7/6.8" were common back then?

Keep us posted on the 600 deal.

supervel45 wrote:Excellent work G-Code and thanks for sharing the results.


Would you use the 6.535" rods again if 6.7/6.8" were common back then?

Keep us posted on the 600 deal.

The came out of the 514 off-set stroker my brother and I had. Dan Crower said no reason to have to buy new rods for the 4.25" stroke ( this was '93). The rod ratio difference between 6.535 and 6.700" for a 4.25" stroke is pretty small. 1.54 vs 1.57 ( or something like that) it's not like it would jump to 1.7.

I don't know it building the same exact engine, but with a 6.800" rod would gain you anything noticeable