Updated my website with a dyno results page....

[blykins]

...with specs and dyno results from various interesting engines that I built and dynod. Windsors, FEs, and Clevelands.

May help those looking for a specific combination, to see what kind of power it would make.

Lykins Motorsports, LLC

[ERA Chas]

How do I know if your little girl didn't make that up with her crayons.............

[joyridin']

How about throwing some ballpark prices? Does it cost a lot more to build a Cleveland over a Windsor?

[blykins]

You can get some ballpark prices on the engines page of the site.

Depends on what power level you want, but there's really not that much difference in pricing between windsors and clevelands .

[Cashburn]

Corrected numbers? Graphs would be better.

[Dimis]

Originally Posted by Cashburn

Corrected numbers? Graphs would be better.

If its worth anything to you....:
I know a guy who has one of the build listed on that link above.

Turns out he discussed with his installer about limiting the rpm back to about 5k. Well short of its max rpm (solid roller) at least for the first few thousand miles...

But after they saw the dyno sheet and power curve on their Lykins build they pretty much just laughed out loud and shook our heads in astonishment...

There still over 500hp & tq at 4k rpm mark on that particular Lykins build...

[fordracing65]

Bad Ass website...

[fordracing65]

Is the 487fe the new 482fe, I never heard that ci before, 487...

[blykins]

Originally Posted by Cashburn

Corrected numbers? Graphs would be better.

What do you mean by corrected? Every stuska, dts, and superflow will correct to standard conditions. I have graphs for most, just takes time to get them up there.

[blykins]

Originally Posted by fordracing65

Is the 487fe the new 482fe, I never heard that ci before, 487...

Kinda...

One of my customers requested that I do a 4.270" bore vs a 4.250" bore because "everyone had a 482". So that's what I did, and did it for a couple more as well.

[Cashburn]

Originally Posted by blykins

What do you mean by corrected? Every stuska, dts, and superflow will correct to standard conditions. I have graphs for most, just takes time to get them up there.

Then you should state STD Corrected are the numbers you have posted, since the printout has both columns right? Have you received any chassis dyno numbers from customers to compare? That's always interesting and would be a great resource.

[blykins]

Very few chassis dyno sessions....but I have had several drag race motors in cars and the engine dyno numbers jive with the ET and trap speed. In fact, the dyno I use is owned by a guy who builds nothing but drag and circle track engines.

The stuska does not spit out non corrected and corrected numbers, so STD corrected is all I have.

[RodKnock]

I think pictures and maybe links to dyno videos would be a good upgrade.

Also, I think the engines should be categorized (via separate links) by SB and BB at a minimum and potentially sub-categorized by Cleveland vs. Windsor and FE vs. 385 though it doesn't appear that you have any results for 385-series engines.

Maybe even a light discussion on the customer's intended purpose of engine. For example in Dimis case, who states "I know a guy who has one of the build listed on that link above", I'm fairly sure that the guy he knows wanted the intended purpose of his engine to be a "parts getter" or "beater wagon" in order to take it to the local parks and locate rare intake manifolds hiding in bushes, while jogging by with baby in stroller, and bring said rare car parts back home.

[blykins]

There's one 385 series on there, the Boss 528.

I'd be happy to add some of those, and already have some videos in another section of the page. I will add more as I have time. Pretty time consuming.

[RodKnock]

Originally Posted by blykins

There's one 385 series on there, the Boss 528.

I'd be happy to add some of those, and already have some videos in another section of the page. I will add more as I have time. Pretty time consuming.

I originally quickly scanned. Hard to find the words "Boss" and Kaase." But you're probably not catering to the stupid like me.

[DAVID GAGNARD]

Originally Posted by Cashburn

Then you should state STD Corrected are the numbers you have posted, since the printout has both columns right? Have you received any chassis dyno numbers from customers to compare? That's always interesting and would be a great resource.

I'm pretty sure my engine was dynoed on a SuperFlow,but it's been almost 10 years and it only had one printout and that was for "STD Corrected" numbers.....I just assumed all dynoes were like this.......

I remember when we were getting ready to fire it up, the operator read the weather dials in the dyno room and put in the temp/barometric pressure and a couple of other things, as well as the elevation (Mean Sea Level) of the dyno before ever starting the engine........

So the printout/graph on all things was for "corrected" numbers to that dyno, that day, with those weather conditions.......

David

[blown]

Most of those numbers are good but those engine's aren't very street able with well over .600 lift the valve train will start to fail I would think and then solid rollers require quit a bit of maintenance with valve adjustment being a constant I would think?

[blykins]

What I've learned over the years is that there are varying degrees of "streetable." Some guys like tow truck torque, right off idle, some guys like 5500-6000 rpm horsepower peaks, and some guys like to spin the engines up to 7500.

With the exception of the one 11.5:1 427 FE on my page, all of those engines are street engines. That 427 was for an FIA road race '63.5 Galaxie.

Days of .450-.500" valve lifts are long gone, especially in the past 20 years, where leaps and bounds have been made in valvetrain technology. Very rarely do I build an engine with under .575" valve lift, and most street hydraulic rollers are .600-.650" lift at the valve. Those engines have very mild cams and will last forever. Now granted, I don't use NAPA valve springs and Autozone lifters, my engines get high quality valve springs from Comp, PAC, PSI, etc., and lifters are Ford Racing, Morel, etc.

On the solid roller engines, there is a degree of maintenance not present with the other engines. However, lifter technology has also jumped by leaps and bounds, and now we have pressure fed and bushed lifters that will go 20-30k miles before inspection. Adjusting valve lash every week is also a wives' tale, and with the quality of parts that are available, it's essentially a "set it and forget it" mindset. Obviously race engines should get checked more often due to the amount of abuse they take.

[DAVID GAGNARD]

Originally Posted by blykins

What I've learned over the years is that there are varying degrees of "streetable." Some guys like tow truck torque, right off idle, some guys like 5500-6000 rpm horsepower peaks, and some guys like to spin the engines up to 7500.

With the exception of the one 11.5:1 427 FE on my page, all of those engines are street engines. That 427 was for an FIA road race '63.5 Galaxie.

Days of .450-.500" valve lifts are long gone, especially in the past 20 years, where leaps and bounds have been made in valvetrain technology. Very rarely do I build an engine with under .575" valve lift, and most street hydraulic rollers are .600-.650" lift at the valve. Those engines have very mild cams and will last forever. Now granted, I don't use NAPA valve springs and Autozone lifters, my engines get high quality valve springs from Comp, PAC, PSI, etc., and lifters are Ford Racing, Morel, etc.

On the solid roller engines, there is a degree of maintenance not present with the other engines. However, lifter technology has also jumped by leaps and bounds, and now we have pressure fed and bushed lifters that will go 20-30k miles before inspection. Adjusting valve lash every week is also a wives' tale, and with the quality of parts that are available, it's essentially a "set it and forget it" mindset. Obviously race engines should get checked more often due to the amount of abuse they take.

My race engine was a solid roller cammed engine with 625 lift and around 280 duration in a 331 stroker and could have easily been in a street car,it idled nicely at 900 rpms and had plenty of low end grunt,but yet ran up to 7000 rpms without a hitch.....I'd check the valve lash once a season, usually about 30+ hours of run time and barley had to adjust 1/2 the valves.......

My street engine is also a 331 stroker with a hydraulic roller cam, 525 lift and it idles nicely at 800 rpms and pulls like a freight train thru 6000 rpms....that's what I wanted in my street car,but could have made more power with more camshaft...

As you said Brent,engine technology has gone leaps and bounds since the 60's & 70's........

David

[Cashburn]

Originally Posted by DAVID GAGNARD

I'm pretty sure my engine was dynoed on a SuperFlow,but it's been almost 10 years and it only had one printout and that was for "STD Corrected" numbers.....I just assumed all dynoes were like this.......

I remember when we were getting ready to fire it up, the operator read the weather dials in the dyno room and put in the temp/barometric pressure and a couple of other things, as well as the elevation (Mean Sea Level) of the dyno before ever starting the engine........

So the printout/graph on all things was for "corrected" numbers to that dyno, that day, with those weather conditions.......

David

I've gotten over 100 engines dyno'ed over the years by various builders and at different dyno "shops" (primarily on Superflow) and they all have a column of corrected and uncorrected numbers for both HP and TQ. It's where the rubber meets the roller though we see the numbers with accounting for actual headers, exhaust, air cleaner, etc. in use.

I know the first engine on Brent's page has been on a chassis dyno so he has access to those numbers (and graphs, and corrected) if he wants it.