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Ok, would it be unfair to make this a 2-tier contest? Obviously, everyone has had access to the same information.
Since the displacement is already known, would anyone have any objections to calling an end to the first portion of the contest tonight at midnight? With post views approaching 1700, I'd say almost everyone who is going to participate has already participated. With the first portion of the contest ended, then the guys who are still left can have another guess at the horsepower and I may throw in a few more build specs. |
Go for it and disclose displacement. In general and to be fair, those that offered up "revised guesses" after looking at other inputs shouldn't count. We all could have done that, the first guess should be it.
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agreed
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289 cu.in.
495 hp |
289 cu. in.
400 hp |
Well the answer to the first portion of the game is.......
(Drum roll please....) 293 cubic inches (I'll accept 292)... It's a C5 289 block, .030" over. Crankshaft is a new steel crank at 2.870" stroke. (4.030/2)^2 * 8 * PI * 2.870 = 292.8 Tom Cimino, the math should be: Deck height - rod length - piston compression height - 1/2 stroke. 8.195 - 5.700 - (2.870 * .5) = 1.060" compression height. Normally, at this compression height, the oil rings do intercept the wrist pin (not a problem), but since the ring pack is so thin, it gets it up out of the way. So, there are a couple of guys who were dead on with the displacement: G Edmonds Jac Mac DWRAT jhirasak Lots of guys guessed 289, which is close, but going .030" over adds a few cubes. Congratulations guys, it's literally the final four....LOL |
Missed it by a mile. The "aftermarket caps" was the clue that I missed (used block, bore will need cleaned up). I was thinking new block.
Good job final four. |
:DI'm in the final four.:D
That was the easy part, now for the hp #s. |
Yes, on that note it would be handy to know all the rules/specifications the engine build has to comply with...
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Quite a few years back, I stumbled onto a Ford dyno test of a race 289 back in the 60's. I don't remember much of any of the details, but it seems they were getting about 450 hp.
Now we have learned a lot since then, but the dyno math has changed (1960's showed more power than today). I don't know if these two cancel each other out or not. I think I will error on the side that knowledge has grown more than the difference on Hp calculations. So I will take a wild guess at 475 hp at 7500 rpm and 380 torque at 5000. |
Rules state that is has to be factory bore/stroke, with up to .060" overbore allowed.
Factory block has to be used, factory heads have to be used. Valve head diameters are restricted to 1.875" intake and 1.625" exhaust. Compression ratio is limited at 12:1. Factory style rockers have to be used. No roller stuff. Solid flat tappet camshaft, .525" lift at valve. Weber intake with 48 IDA's. No electronic ignition. |
I messed up part one but for part two I would guess 393hp.
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292c.i. / 435h.p.
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Running behind....
Head porter just finished with heads and intake and I still have to send the intake to Jim Inglese to have the carbs fitted. It will be a bit. |
Any pictures of the porting?
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Nope, that's part of the hush-hush stuff.
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Any update on the HP #s
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Hope to have numbers in the next few weeks. Changing some things on the heads....
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