Interesting dyno sheet from a buddies 528 Wedge
Ya, I know, I hate to admit I have a few friends that drive Mopars.
Motor 4.5 X 4.125 Slowpar Mega block Ported Indy heads Indy intake 1050 Dominator 10.5 to 1 Solid roller .660, 264 at .050 on a 108 installed on a 104 ICL Muscle motors built this motor and looking at the dyno sheets the interesting thing I noticed is the more timing they took out of the motor, the more power it made. Max power was at 30 degrees of total advance (race gas). They tried 28 degrees and from 4000 to 6800 it only lost an average of 2 hp. Best pull: Tq / Hp 4000: 644 490 4100: 661 516 4200: 675 540 4300: 684 560 4400: 693 581 4500: 699* 612 4600: 699 612 4700: 699 625 4800: 697 637 4900: 695 649 5000: 692 659 5100: 689 669 5200: 687 680 5300: 683 689 5400: 678 698 5500: 674 706 5600: 668 706 5700: 668 712 5800: 650 718 5900: 639 717 6000: 629 718 6100: 620 720 6200: 613 724* 6300: 603 723 6400: 592 722 6500: 581 719 6600: 572 719 6700: 563 718 6800: 552 715 Looks to me like a pretty efficient cylinder head with a good exhaust port. The motor really hangs in there and continues to make good power high in the rpm range. Muscle motors shut it down at 6800. This is going in a 70 4 spd Challenger. Any opinions, other than he should get a BBC :lol: |
Re: Interesting dyno sheet from a buddies 528 Wedge (69 N.O.X. RATT)
Very impressive! The curve looks very similar to the first version of my 540 except it hangs on much better at the top end.
The Indy heads are amazing and it's hard to imagine the power they produce with an inline type valve head. Those suckers can move some air! Just goes to show you there are lots of ways to get the same results and "obsolete" designs are often easily compensated for with some real engineering, which Indy has done. Looks like they have the chamber design down to be a very fast burn type. Were the heads out of the box or was work done to them? Looks like you're going to have to make sure you have some serious power with your new 540-572-632 to make sure you can spank him! JIM |
Re: Interesting dyno sheet from a buddies 528 Wedge (69 N.O.X. RATT)
I'm assuming those numbers are on a lab dyno with open exhaust.
A street legal exhaust system is going to generate significant backpressure, and when conbined with all the duration and overlap the output is going to suffer substantially. Also, idle quality will be very poor as will part throttle performance. I wouldn't want to pay the fuel bill. The modest amount of spark advance necesssary for peak power indicates that the combustion chamber is very efficient. What are the BSFC numbers? Duke |
Re: Interesting dyno sheet from a buddies 528 Wedge (SWCDuke)
Jim,
The heads are ported, by Muscle motors I believe. I was impressed by the power and rpm range also. Althought the cam has some duration, the lift is relitively modest. As for my new motor needing to be pretty stout this is the same friend building the 572 Hemi, should be posting some dyno numbers on it in April or May. The Hemi should make some big numbers, 12.5 to 1, Stage 5 heads, etc. Going into a 68-69 Road runner This 528 was a 660 Hp 493 untill it dropped a valve, since the block was cracked he built the 528. You really got me thinking on the tall deck idea, I might go as big as 598. There is a company in NV that sells complete 598 short blocks for 4,000.00 That plus a little nitrous would really test that Tom's rear end. I am going to drive down to Jeffco trannys next week and look at thier 4 spds. I want to take some measurments and see how much cutting it will take to get it to fit in a Vette, they are the same size as a Lenco so it will need some messaging. Duke, This car is a 1 to 2 day a week street pounder, we all drive to the local car shows (donut shop in H.B, etc) sit around and bench race. Every now and then we go to the track, break something, make excusses why we can't get a better 60' than 1.8 in Carlsbad and go home until next time. The BSFC numbers are as follows: 4000 .388 4100 .402 4200 .394 4300 .389 4400 .388 4500 .388 4600 .39 4700 .392 4800 .4 4900 .404 5000 .409 5100 .413 5200 .416 5300 .42 5400 .425 5500 .433 5600 .439 5700 .447 5800 .457 5900 .463 6000 .469 6100 .474 6200 .475 6300 .474 6400 .473 6500 .472 6600 .475 6700 .476 6800 .479 I have a rough idea why BSCF is important, do you mind a explanation why ? |
Re: Interesting dyno sheet from a buddies 528 Wedge (69 N.O.X. RATT)
Yee Haw, that will be one dandy street engine!
Duke, what makes you think that much of an exhaust system will be installed on the car? I'd be suprised if much more than a short muffler and dumps are used. Fuel bill? - your'e killing me! (and missing the point of a big inch engine - torque baby, on demand, any ol' time) Big inch engines easily take camshaft profiles that make lesser displacement stutter at idle. My 496 idles smoothly @ 800 rpm, that 528 is a bigger engine with a more aggressive cam profile - but I bet it will idle nicely @ ~ 1,000 rpm. Thomas |
Re: Interesting dyno sheet from a buddies 528 Wedge (69 N.O.X. RATT)
Brake specific fuel consumption is a measure of thermal efficiency. Typical engines run about 0.5 at the torque peak with a 12.5:1 A/F ratio. That means one-half pound of fuel is required to generate one HP for one hour. The lower the number the higher the thermal efficiency, which means more power for less fuel.
Typical best (lowest) WOT BSFCs are at around the torque peak or somewhat below, and 0.4 is impressive. As you go beyond the torque peak, the combination of lower volumentric efficiency and high internal engine friction increases BSFC and 0.6 at the power peak any beyond is not uncommon on highly tuned high revving engines. BTW, the mean piston speed at peak power is 4263 ft/min, which is also very impressive for a pushrod engine, especially one with inline valves. The practical limit on mean piston speed is about 5000 ft/min, which is what F1 engines are running at about 18K revs. Duke [Modified by SWCDuke, 9:20 AM 12/28/2003] |
Re: Interesting dyno sheet from a buddies 528 Wedge (SWCDuke)
Thanks Duke, great explanation.
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