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Blykins are you aware of a small country just a bit south of the equator, down under a bit ? You might like to add AFD in Melbourne, to your list Airflow Dynamics Performance 351 Cleveland Cylinder Heads You, being a engine builder of note would know that Aus. has lead the world in Cleveland development- definitely NOT trying to start a bunfight, just that you might well not be aware of them-suggest you go have a look, and with the exchange rate as it is at the moment you could well make a $ or two as well as a Sh-tload of power. ;) |
Where do you think CHI heads come from? Ethiopia? :-)
I'm aware of AFD and still stand firm by my statement... |
fair enough, but I did think that the only head work done in Ethiopa was the removal of heads with machete's ! %/
Still its good to know that you're aware of AFD |
I like reading about 9.2" builds, because they're often something special. Good numbers!
CHI heads do quite well with a bit of boost too... TWO SEVEN-SECOND XW STREETERS |
All the 2v or 4v heads meant (at the time) was heads for the two barrel or four barrel model cars. Ford used the term "venturi" instead of barrel and the confusion expanded when more than two valve heads showed up, making the term 2v or 4v mean something else entirely.
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I have been building a 460 clevor. 4.155 x 4.250. I did quite a bit of research comparing CHI and AFD. CHI is definitely the way to go. CHI listed the heads as 3V simply because it doesn't work with stock intakes. The intake ports were raised as you can see in the photo below, and it requires a CHI 3V intake which is around 550-600$. The heads also have exhaust ports in different locations so if you already have a 351C you most likely have to modify your exhaust for things to work.
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I'd like to see independent "Dyno" results for all engines, but i doubt that will happen.
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I would too. This engine would be 800-825 on some other dynos.
The sooner that guys realize that dynos are for seeing incremental changes (or for comparing multiple engines at one time), the better off that they'll be. All dynos are not created equal. The guy that does my dyno work builds circle track engines and got one of Jim Kuntz's dirt track engines on his dyno. At 460 cubic inches with a full dry sump, it was at 800 hp. I feel pretty justified in my numbers....but the drag strip will tell the whole story. Now, this isn't the first time you've made an insinuation of this sort on my posts, so if you have a gripe against me, by all means, let's hear it. |
I wasnt griping against you at all, just posting my build. At 460ci my motor is only making in the 650hp range , not anything close to yours at all, but mine is very streetable and has a pretty mild cam with only .625 lift. I could of built for more, but the purpose of going with the 460 size was so that I could make power but still have it completely streetable.
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Oh no, my response wasn't to you at all.
You have a sweet build going on, it will make lots of power.... |
That's a fabulous setup, Brent. I think your customer got a great deal on the price too, for what it's worth.
I love reading about these types of build or watching the dyno videos on the interweb but you don't often get to know what the customer paid for a given setup. I would be seriously tempted to buy a 550 HP Clevor (say, a 427 ci) when the time comes to get my Cobra project underway. I wonder how much that would cost... Paul :) |
Quick follow-up on this one....
Customer finally got the engine in his '69 Mustang. Been fighting suspension and torque converter gremlins, along with a faulty vacuum gauge, but we're making process. This first run was an 11 second run, with traction loss up to the 60' mark, but the trap speed was 137 mph. :) Turn the volume way up, turn the YouTube resolution up to 1080 and let her rip... https://youtu.be/Ys45hvyrfko He followed that up with a 9.86 and a 9.82 @ 138, but he was short shifting at 6500 rpm. After looking closely at data logger, we saw that the driveshaft rpm was still way off of the engine rpm, so we expect we are still blowing through the converter. In addition to all of that, the custom aftermarket Powerglide has a 1.58 1st gear, so it's like taking off in 3rd gear.... This engine made 777 hp here with a conservative camshaft. I have another camshaft here that will probably net us around 820 hp. We were sandbagging just so that he could get used to the engine......last one was a 408C making 575hp and he had to totally re-vamp the car/driveline/suspension. I expect 9.50's at 140+ mph here soon. On engine freshen-up this fall, we plan to swap a few parts so that we can spray next year. |
Still dialing....
Ran a 9.70 with a 7 at 140.27 and backed it up with a 9.70 with a 3 at 140.98. Adjusted shift point and ran a 9.671 at 141.38. Keep in mind this is with a 10.5" drag radial, running an aftermarket Powerglide with a 1.56:1 1st gear. It's like launching in 3rd gear and shifting to 4th. |
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