B2 Motorsports - Gary Bowman 445 SBF Build

[GBowman]

YES in angry mode too

[blykins]

It's expensive. The pans are not bad, but pumps are close to $800-900 by themselves. The crank mandrel, tank, lines, fittings, etc., will add another $1000 and with non-common engine platforms, getting all the accessories mounted and in line can be a pain in the booty. I bought a complete set up for Gary's engine from Jones Racing Products and even then, I had to send parts back/forth to be tweaked.

For horsepower, it just depends. It depends on how often you drive the car, what the purpose is for it, how hurting you are for hood clearance, etc. Thinner ring packs are not on par with a daily driver.

For you, I don't think it's worth the cost.

[Cashburn]

What octane?

[blykins]

We made all pulls on 93 octane pump gas.

[Cashburn]

Sounds good. Big numbers with air cleaner etc. Hope the wings stay on.

[ERA Chas]

Good job Brent- I said 640 and you whupped me.

BTW-651 is between 650 and 652....

[PCW]

Nice Brent, but I have a question, for the folks that are less knowledgeable like myself, what is the difference between HP in a small block vs a BB or FE. Before reading this thread, I would have thought that 651 HP in a SB would have concerned me for longevity. I live in CA, so the highest octane we get here is 91, could this motor work in those conditions? I'm impressed with the way your builds are thought of "Out of the box", great job!

pcw

[blykins]

Chas, yes it is.

It would have been about 10 hp more with the carb sucking sans air cleaner. We did make a pull like that when sorting out A/F ratios. I don't know what the alternator pulls, but I'm sure it an't much....3-4 ponies.

PCW, this isn't the average SBF. Callies crank, Oliver rods, Jesel belt drive, stud girdle, Dart block, etc, etc. It will live.

I'm standing on the fence of giving away too many details before the magazine article, but you won't find many FE heads that flow what these TW-R heads flowed, and that is the FE's weak spot. However, with the FE, you have the possibility for a lot more cubes, which brings the torque up and helps with making the horsepower with the correct camshaft.

This motor was right at 10.5-10.6:1, so it was very mild. If it needed to run on a lower octane rating, it could be done.

[olddog]

Was that alternator only or was the water pump also connected?

[blykins]

Electric water pump to work with the belt drive. Water pumps don't really suck that much power either...

[Roush #1]

Dynamic compression ratio?

[blykins]

It's right at 8:1. I'll have to zip up on any further details. If I spill everything here, the magazine editor will get mad....

[ERA Chas]

Please post all the hard build specs here after it's published.

[GBowman]

Did we order wings Jay??? Make sure we 3M the leading edges...Im totally stoked, cant wait for this to come together. I've watched the dyno video Brent sent me 100 times I think...speakers on 11. Now I am looking forward to Jay and the team at Vintage to work some magic, time can't possibly move any slower. I've watched numerous builds by both Blykins and Vintage and I couldn't be in better hands-this isn't a typical set up (cookie cutter) and there will be some challenges but I have no doubt that, once its done, it will be one fun ride...I ordered a box of adult Depends today

[blykins]

I'll give everyone an update.

I asked Gary for an extension for some more tuning time.

Last Friday was dyno day, of course, but after a morning of distributor problems, we really didn't get to hit on it until after lunch. We ran out of tuning time, plus my regular carb guy was in Tennessee working for a truck pulling team.

We're going to try another carb, a Quickfuel instead of the Holley Ultra Pro. I have a feeling we can pull some more ponies out of the combination. I'm scheduled to put it back on the pump the weekend of the 19th. If we pull some more horsepower out, that would be great. If not, then we can chalk it up to R&D.

[fordracing65]

Originally Posted by blykins

I'll give everyone an update.

I asked Gary for an extension for some more tuning time.

Last Friday was dyno day, of course, but after a morning of distributor problems, we really didn't get to hit on it until after lunch. We ran out of tuning time, plus my regular carb guy was in Tennessee working for a truck pulling team.

We're going to try another carb, a Quickfuel instead of the Holley Ultra Pro. I have a feeling we can pull some more ponies out of the combination. I'm scheduled to put it back on the pump the weekend of the 19th. If we pull some more horsepower out, that would be great. If not, then we can chalk it up to R&D.

I like the carb switch idea, Quickfuel is a better carb...

[blykins]

This carb was gone through by my carb guy, so it's not exactly a turd. However, it was too big for the engine and after fighting A/F ratios for quite a bit, we thought that the carb just wasn't getting enough signal.

I have several 480-500 inch motors coming through the pipe, so I'll offer it to one of those customers at a discount.

[blykins]

It was a Holley HP Ultra that's "called" a 950, but has venturi sizes that are 1050-sized. Going to use a Quick Fuel 950.

[RodKnock]

Brent, I'm interested in it and would like to get some details. Please PM me, if selling it.

[blykins]

Squeaked out another 11 hp and 6 lb-ft of torque with the Quick Fuel. The Holley was just simply too big. We needed 92 sized jets with it, and 76 with the Quick Fuel.

Final numbers were 662 @ 6900 and 576 lb-ft of torque.