Need my set up desktop dynoed Please

For it to be anywhere close to correct:

We need the valve sizes and head characteristics (flow numbers would be even better.)

The part number of the cam would be most egregious as well.

Bore size? (STD, +30, +60?)

I did a quick one but I think it is pure

Allow me to say I think it is way too high, but here it is.

(Images removed for server space)

Doc Voodoo said:

If you could run one with these edelbrock heads and see how much of a diffrence they make.
I would go with the 60cc
Part # 77189


Victor Jr. Ford

Click to expand...

Done using the preloaded flow file.

That is the total number including the head gasket, deck clearance and valve notches. The program calculated it based on the 10:1 compression that I entered.

I can calculate the real compression ratio with real numbers from the engine and the combustion space will be accurate, but that one is a fictitious number based on the compression ratio.

As for how far its off, good question, opinions vary.

Analysis Report for Street/Strip Engine with Desired HP Peak at 6000 RPM

Peak Tq =329. @ 4500 RPM 1.12 Ft Lbs per CuIn
Peak HP =310. @ 5500 RPM 1.06 HP per CuIn

Maximum Tq/CuIn is 1.123 Ft Lbs/CuIn.
This is somewhat high, indicating good performance, but will
produce high cylinder pressures and temperatures.


Maximum Exhaust System Backpressure 'Exh Pres' is 1.1 PSI.
This is typical for a street/strip vehicle with a free flowing,
full exhaust system. To simulate open headers, select the
'Open Headers' from the Exh System Type combo box.


Maximum Fuel Flow 'Fuel Flow' is 183 lbs/hr GAS.
This is equal to 31.3 gallons per hour of fuel flow.
For an injected engine with one injector per cylinder, you will require
at least 23 lbs/hr injectors.


Mechanical Efficiency 'Mech Eff' is 72 %
at the current Peak HP RPM of 5500 RPM.
This is somewhat low and represents a real power loss in this
engine's current operating range. This can be improved by paying
close attention to details in the Short Block Specs menu.



The Maximum Average Piston Speed 'Piston Spd' is 2870 ft/min
at the Performance Calculations Maximum RPM of 6000 RPM.
This is somewhat high (if you want to run this entire speed range),
requiring light, high strength reciprocating components.

A street/strip engine should limit Piston Spd to a range of 3000-4000
ft/min. However, even to run at 3000 ft/min or higher, you will need
'better than production', high quality reciprocating components
(connecting rods & bolts, pistons, etc.).

Maintaining low Piston Spd and Piston Gs are critical for 'keeping the
engine together'. OVER-REVVING PARTS BEYOND THEIR INTENDED LIMIT IS
UNSAFE FOR THE ENGINE, YOURSELF AND BYSTANDERS.


The Intake Runner Velocity 'Int AvgVel' is 318 ft/sec
at your 'Desired HP Peak RPM' 6000 RPM.
This is somewhat high and indicates you will need a larger Intake
Runner Diameter or larger Intake Port Diameter for less
restriction and stronger intake tuning.

For these engine specs, an 'Int AvgVel' of about 260 should work well.
If the 'Int AvgVel' is approximately 30-80 Ft/Sec higher than this,
you will likely improve torque below this RPM, but lose some HP.


The Inertia tuning of this intake is tuned to 5489 RPM,
which is close to your 'Desired HP Peak RPM' of 6000 RPM.
Since this RPM is about where the HP peak should occur, peak HP
should be good. If you specify longer and/or smaller diameter intake
runners, you will likely gain Peak Torque and lose some Peak HP.


At 6 different RPMs, Spark Advance 'Spark Adv' is retarded to avoid
detonation. Retarding Spark Adv does reduce performance, but allows this
engine to safely operate with this Octane fuel.


The % Exhaust to Intake Flow Capacity 'Total Exh/Int %' is 68.2 %.
This is somewhat low, and indicates you could improve performance
by improving exhaust valve flow and exhaust cam profile. The most
common 'rule of thumb' is to design for around 75% EXH/INT flow
capability.


Estimated Idle Vacuum 'Est Idle Vac, ''Hg' is 17.6 ''mercury.
This is somewhat high and would provide for a relatively smooth
idle. However, for a street/strip engine, it may be indicating the
cam does not have sufficient overlap which may limit full throttle
torque and HP.

End of Analysis Report

Ratio, what program did you get that from?

Doc, save the screenshots to your hard drive if you want them, I need the server space.

*I* Would change it to a moderate aftermarket head, Like GT40X, TW, Edelbrock RPM, World something along those lines. (not the victor or "R" line)

The program is Engine Analyzer 3.0.
I wish I could post up more than just the report.
There is so much more to be seen on the other screens.

I used the cam pn, stock W heads, .030" over, 10:1, Performer RPM, 650dp, 1.625" headers, dual exhaust, stock water pump w/flex fan, (no p/s or a/c), 180* engine, and stock windage.
The W heads were easiest because they flow better than 289 and have the same valve sizes... sooooo I figure that made them equal to the flow of minor porting on the smaller heads.
I used the RPM intake because it was already modeled in the program... no F4B.
The 1 5/8" headers and dual exhaust are pretty standard street fare.
The cam was ready modeled, so that was easy.
The graph showed a very broad and flat power band... very good for street use and auto tranny.
The report says the cam is small for 2 reasons:
1: the small heads have high velocity without the cam's help
2: I entered the rpms as 1500 to 6k rpm, the engine fell flat at 5500. Fell off a cliff!
I am sure the heads, cam, and intake all played a role there.
The power was FW.
Dave

I just ran a few models of SP intakes.
Mild to wild.
The best results IMO were from a mild SP intake.
The losses below 2k rpm were miniscule and the gains after 3 were relatively large.
There was:
20 lb gain in peak torque.
20 hp gain in peak hp.
4 lb gain across the board.
8 hp gain across the board.
Volumetric effieciency went from a peak of ~94% to 102%.
The engine still fell hard at 5500, so we are fighting head design there.
I will play with some heads and check back.
Dave

Performer RPM: no torque change at all.
20+ hp peak gain.
Engine now peaks at 6k rpms.
Volumetric eff. now near 97%.
This model only with head change from your current.

Windsor JR heads lost both HP and torque until 5k rpm, compared to your current combo. After 5k rpm the W JRs kept climbing.

GT 40 X heads did well...
I don't know the difference, between FMS heads, but the ones marked GT 40 X are them.
They pulled 11 lbs peak tq and 3 across the band.
They gained 35 hp peak and 8 across the band.
Volumetric eff. is 99.5% now.

The results of the GT 40X heads are alot like the conversion to a single plane intake...

After trying several other heads...
Canfield, Victor, TW, TW-R, J302, ect...
All the results of these heads summarize the same as the World Product W-JR heads.
Losses below 5k, then varying jumps in power after that.

Hope this gives some ideas.
Dave

Sorry to hog the thread!

I just did a model of your combo with the following changes, and just had to post...

I made your heads: off the shelf GT40X.
I made your intake: a mild single plane (not Victor or anything wild).
I got (compared to your current results):
Peak tq: (329) 358
Avg tq: (286) 286
Peak hp: (310) 362
Avg hp: (209) 221
Vol eff: (94%) 104%
HP per cubic inch: (1.04) 1.24

I put your first results in ()...
Peak hp is now 6k rpm.
Fwiw: This combo is a certain 300+ RWHP combo!

Wow hey ratio 411 wanna help me out with my predicament on my thread?