Dyno sheet for the 641" deal with a few pics..

I'll post it the build thread also. This is my first shot with this deal. We will hopefully come back later with a better intake and a few other changes and see if it helps. Would also like to get a new block from Lem so I can have a water jackets and cool this thing. Then I can run gas, alky, or whatever.





The MFI box and birdnest to go with it, lol. It uses a CAN bus deal using ethernet cables to connect the modules.

holy smokes ....... one of these days i will grow up

One helluva flat torque curve, over 900+ from 4600 -6700


-John

jjmstang wrote:One helluva flat torque curve, over 900+ from 4600 -6700


-John

I'm equally impressed with the horsepower , over 1100 from 5900 to 7400. Imressive David! Nice job!

That low rpm of peak power, that engine should live a long and healthy life

Thanks! It does make good, flat power, but does sign off early. I think being in a pickup, it's gonna need top end power to fight the wind at 135-140 mph, lol. It has heads worked over by Uncle Charlie, cam and a bunch of other stuff by Lem and EFI & tuning by Alan Dudley of Dudley Engineering and Patrick Johnson of MFI Electronics. I just screwed it together.

David

David Willingham wrote: I just screwed it together

Is that why the Dewalt is there in the 2nd pic ?

Yep!

David,
Those are some great numbers and it looks killer with all of your neat fabrications hanging all over.
That intake makes the hair stand up...on my arm...soo cool.
Nice work!
Keith

Very nice Dave , is there a specific reason the efi injectors are so high on the runners ?

Looking good David I know it has been a long time in coming together, but it looks like it's worth the wait. Keep up the good work.

Uncle Charlie

Yes. EFI guru Alan Dudley likes them there for methanol. His idea was to get the straightest shot down the runner and to cool the charge more. Some of the indy car engines used methanol injected straight into the air stream from over the top of the port entry. I cannot say that they work best there, that's just where Alan wanted to try them. With all the testing we did, there were some numbers from the MFI air correction tables that were having to be changed a lot from the theoretical perfect airflow numbers. When we switched over to gas, the numbers went back up some. According to Alan, this was indicating the amount of airflow that methanol was taking away from the calculated airflow numbers. It's nothing new, but interesting to see the computer stuff picking up on it. I think it would be cool to try an electronic fuel injector in the down nozzle position with the up injector there for cooling the air charge. With the MFI computer, we can control the amount of fuel coming from all 16 injectors individually. We could have it all from the top, all from the bottom, or any combination of the two.

Alan has designed and built his own injector and we will be building some soon. Just need to make a set that will spray 45-90* and mount a little differently...

Alan is one sharp dude......but I wonder if the Indy cars have that long of a runner. Kind of like the old question of how far is "up".

a lot of power adder cars run an extra (or two) injectors in the cold side for the cooling effect.

do you have any info on the injectors? we've been looking at the billet atomizers but would be willing to try something different. I do have to have 160s or bigger.

jjmstang wrote:That low rpm of peak power, that engine should live a long and healthy life

and pull like a mule! that pickup is gona haul!