572 A460 dyno gueses

Motorsport block.
Callies 4.5" crank
Diamond 4.5" boost coated pistons w/44cc dish Typical ring layup.
Crower billet mid weight 6.8 rods
Trick Flow A460 340cc 87cc chamber heads untouched out of the box.
Ferrea 2.35 intake valve
9.5:1 compression
Trick Flow A460 single plane intake
Comp cams 8/2 swap .849"/.839 lift. 277/284. 115 LSA.
Comp solid roller
91 octane pump garbage gas through a 1050 dominator borrowed off another engine. Untouched and just used for the dyno.
2 1/4" primary 4.5" collector long tube headers.
What did it make?

850

830

870

Just another point of compression would get you 900

I don't have a clue but i'm waiting for the results don't keep us waiting too long in suspense!!

Lol. You all had a WAY better guess then me! This was through a borrowed 1050 dominator and the engine should have a 1350 by cu in.
We made 6 pulls total. Engine is meant for 20 lbs of boost and this was just a baseline NA to hear it run. I picked it up last year from the builder and the first 3 minuets of dyno time a couple weeks ago discovered that the rear main was leaking and it had shit for oil pressure. Apparantly the dyno guy knew about the A460 plugs needing to be installed and when we removed it, pulled one of the rear plugs out and discovered the galley plug was missing. I knew the one was behind the front cover. Brought the engine home to do the rear main seal and while I had the rear cap off, noticed a rather large gap between the crank and bearing. Removed the bearing from the cap and saw the "std" on the bearing. This crank from callies was their setup crank and it is already cut .010" on the journals. Thankfully the rods were all properly sized, but the engine builder put standard bearings in where it needed over sized. GLAD I caught that before I brought the engine to the dyno!
Anyhow, the first baby pull to 6300 was over 800 hp and 700 ft lbs. Had what was percieved as an oiling issue was determined to not have enough oil in it.(Crummy fox body canton pan with a rather large front sump). Added another quart and it seemed better. Added the air pump belt on the 3rd pull then fiddled with timing from 36 to 34 then 32°. Didnt seem to care much at all. Thing made 850.3 hp at 6800 rpm and 729.5 tq at 5800! Never once touched the carb and it was absolutely garbage 91 non oxy pump fuel. This intake also has 16 fuel injectors in it because it is an efi build with a 5" billet elbow and throttle body.

stanger68 wrote:850

You Win right on the number!!

octanehuffer wrote:Lol. You all had a WAY better guess then me! This was through a borrowed 1050 dominator and the engine should have a 1350 by cu in.
We made 6 pulls total. Engine is meant for 20 lbs of boost and this was just a baseline NA to hear it run. I picked it up last year from the builder and the first 3 minuets of dyno time a couple weeks ago discovered that the rear main was leaking and it had shit for oil pressure. Apparantly the dyno guy knew about the A460 plugs needing to be installed and when we removed it, pulled one of the rear plugs out and discovered the galley plug was missing. I knew the one was behind the front cover. Brought the engine home to do the rear main seal and while I had the rear cap off, noticed a rather large gap between the crank and bearing. Removed the bearing from the cap and saw the "std" on the bearing. This crank from callies was their setup crank and it is already cut .010" on the journals. Thankfully the rods were all properly sized, but the engine builder put standard bearings in where it needed over sized. GLAD I caught that before I brought the engine to the dyno!
Anyhow, the first baby pull to 6300 was over 800 hp and 700 ft lbs. Had what was percieved as an oiling issue was determined to not have enough oil in it.(Crummy fox body canton pan with a rather large front sump). Added another quart and it seemed better. Added the air pump belt on the 3rd pull then fiddled with timing from 36 to 34 then 32°. Didnt seem to care much at all. Thing made 850.3 hp at 6800 rpm and 729.5 tq at 5800! Never once touched the carb and it was absolutely garbage 91 non oxy pump fuel. This intake also has 16 fuel injectors in it because it is an efi build with a 5" billet elbow and throttle body.

Very Nice Numbers thanks for posting the results will this eventually be Turbocharged or Supercharged?

I have a pair of 88mm turbos. Bosch 210 injectors. Wanting to max out e85. Fuel system is fully capable of methanol and I am hoping to not need it. That stuff scares me, but I don't want to mess with the corrosion either.

octanehuffer wrote: the engine builder put standard bearings in where it needed over sized. GLAD I caught that before I brought the engine to the dyno!

I would not call your engine builder an engine builder.

Also i would never call him again

He's done 2 others for me without issue, just turned 80 and during the course of this build of 2 years, he's had a stroke, a heart attack and had a toe amputated. All in all, I did the main bearing fixing, he reimbursed me the first dyno session and all is good! Could have been way worse

Are you addressing the oil pressure before putting it in the car?

Less than 50 lbs would scare the crap out of me, and now you are adding two oil feeds to the turbos

Figured the oil pressure was terrible because the Driven 10w40 break in oil and Napa oil filter. We lost 20 lbs of oil pressure with the addition of the vacuum pump. It has a worked over Melling pump from Paul Kane on it now, but will be installing a Kaase pump when I take the pan off and install the turbo drain fittings. I'm told that the pressure reading from the rear of the block will be 10 lbs lower then the front, so I wasn't too worried about a couple of pulls

I think there is something else going on but i hope it all works out for you.

Paul's oil pumps are very good and pressure wise don't think you will gain much going to the kaase pump,unless you shim the relief spring, but the pump body is alot stronger.

A note- my kaase pump needed a bit of clearing with a 4.5" crank so keep an eye on that.

Also a better oil pan might be helpful but i don't think it's the cause of the low pressure but could be contributing to the pressure going down through the pull.

Do you know what the bearing clearances ended up at? What restrictor sizes are?

I think this is an awesome setup and should really be fast once all done

The dyno guy who has several BBF's in his own race cars, suggested switching to a quality 15w40 oil anda better oil filter. His kids bbf sees 40 lbs almost an entire 1/8 mile and for a car doing 4.30's, he sees zero wear on the bearings. I'll run a jomar filter, change oil weight, add the Kaase pump and have them turn it up to 90 psi. This pump from Paul had a shim and something else with it when I dropped it off at the builders a few years back now but havent seen anything back about it when I picked up my engine. The pan isnt very ideal as far as scavenging goes but we over filled it with a quart and it helped. The main bearing clearances verified with plastigauge when I installed the proper bearings showed .003". I didnt check the rods since those bearings were correct. There arnt any restrictors or drilled orifices, but when I get the front cover off someday, I'm going to drill the fron plug for distributor stay oil with a .045" hole.

octanehuffer wrote:The dyno guy who has several BBF's in his own race cars, suggested switching to a quality 15w40 oil anda better oil filter. His kids bbf sees 40 lbs almost an entire 1/8 mile and for a car doing 4.30's, he sees zero wear on the bearings. I'll run a jomar filter, change oil weight, add the Kaase pump and have them turn it up to 90 psi. This pump from Paul had a shim and something else with it when I dropped it off at the builders a few years back now but havent seen anything back about it when I picked up my engine. The pan isnt very ideal as far as scavenging goes but we over filled it with a quart and it helped. The main bearing clearances verified with plastigauge when I installed the proper bearings showed .003". I didnt check the rods since those bearings were correct. There arnt any restrictors or drilled orifices, but when I get the front cover off someday, I'm going to drill the fron plug for distributor stay oil with a .045" hole.

I’d skip the .045 hole. You’d be surprised how much that’ll affect hot oil pressure.