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

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Post  David Willingham on July 22nd 2011, 6:14 pm

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.

Dyno sheet for the 641" deal with a few pics.. 641-12

Dyno sheet for the 641" deal with a few pics.. 100_2564

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

Dyno sheet for the 641" deal with a few pics.. 100_2565

Dyno sheet for the 641" deal with a few pics.. 100_2575


Last edited by David Willingham on July 22nd 2011, 6:29 pm; edited 3 times in total
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Post  bruno on July 22nd 2011, 6:17 pm

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

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Post  John Myrick on July 22nd 2011, 7:01 pm

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


-John
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Post  Nevs on July 22nd 2011, 7:06 pm

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


-John

I'm equally impressed with the horsepower , over 1100 from 5900 to 7400. Imressive David! Nice job!
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Post  John Myrick on July 22nd 2011, 7:15 pm

That low rpm of peak power, that engine should live a long and healthy life
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Post  David Willingham on July 22nd 2011, 7:54 pm

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.

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Post  John Myrick on July 22nd 2011, 7:58 pm

David Willingham wrote: I just screwed it together

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

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Post  David Willingham on July 22nd 2011, 8:12 pm

Yep! Razz
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Post  Wheelie58 on July 22nd 2011, 8:19 pm

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!
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Post  KY JELLY on July 22nd 2011, 8:28 pm

Very nice Dave , is there a specific reason the efi injectors are so high on the runners ?
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Post  c.evans on July 22nd 2011, 8:55 pm

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

Uncle Charlie

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Post  David Willingham on July 22nd 2011, 9:29 pm

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... Cool

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Post  Lem Evans on July 22nd 2011, 9:51 pm

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".

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Post  whatbumper on July 22nd 2011, 11:20 pm

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.

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Post  cool40 on July 23rd 2011, 12:35 am

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! Very Happy
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Post  Doug Rahn on July 23rd 2011, 6:13 am

Very, very cool Cool David! I know you have to be excited.
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Post  bbf-falcon on July 23rd 2011, 6:40 am

WOW Shocked cheers king

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Post  rmcomprandy on July 23rd 2011, 11:20 am

Things may have changed within the last few years but I remember Dave Bamber saying at the first Winter Tech Seminar that his testing showed that with alcohol, injecting about 10% of the total fuel near the top of the runner and the remaining large volume of the fuel injected from a down nozzle in the back of the intake valve bowl aimed at the short side radius gave him the best overall numbers for torque, horsepower and efficiency.

Of course this was with the huge engines he builds but, I would think the idea would be the same.

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Post  David Willingham on July 23rd 2011, 12:30 pm

Randy, you are correct. I have talked to Dave many times and most of what he does is 650" NA engines and all of them use down nozzles. My friend Pat Paul switched over to down nozzles in the late 90's and it picked up his stuff. Blake & I were talking about how sprint cars use them and the 650" NA truck pullers, but you don't see them much anywhere else. Top Fuel dragster and F/C use them of course, but they are just putting it in everywhere they can, lol.
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Post  Darrin Gorham on July 23rd 2011, 1:21 pm

nice! as with all your work!


Last edited by Darrin Gorham on July 23rd 2011, 1:54 pm; edited 1 time in total (Reason for editing : read the build sheet)

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Post  c.evans on July 23rd 2011, 2:37 pm

David Willingham wrote:Randy, you are correct. I have talked to Dave many times and most of what he does is 650" NA engines and all of them use down nozzles. My friend Pat Paul switched over to down nozzles in the late 90's and it picked up his stuff. Blake & I were talking about how sprint cars use them and the 650" NA truck pullers, but you don't see them much anywhere else. Top Fuel dragster and F/C use them of course, but they are just putting it in everywhere they can, lol.

David,

I just had a set of C-460 heads in here to repair, (guides, valves & etc.) and they had down nozzle locations drilled and welded in from above the spark plugs, exiting the bowl behind the valve. When I saw that, I thought of you and your C-460 heads. Wished you could have seen these. The heads here looked like maybe some of Tommy T's work.

Charlie

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Post  David Willingham on July 23rd 2011, 4:36 pm

It would have been nice to see an actual set of C's with them in. I have the locations and nozzle sizes from Dave Bamber if I ever decide to go down that path. I may have more power than I need now, lol.
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Post  Mark Laczo on July 23rd 2011, 5:56 pm

c.evans wrote:
David,

I just had a set of C-460 heads in here to repair, (guides, valves & etc.) and they had down nozzle locations drilled and welded in from above the spark plugs, exiting the bowl behind the valve. When I saw that, I thought of you and your C-460 heads. Wished you could have seen these. The heads here looked like maybe some of Tommy T's work.

Charlie

I wonder who's those were ? Very Happy hmmmm...
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Post  Lem Evans on July 23rd 2011, 7:00 pm

What are the CCs?

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Post  bruno on September 13th 2011, 9:10 pm

any date set for testing David ?

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