588ci P51 N/A Deal Makes 1042hp with 2 inch Tri Y Headers..some more info on combo.

Sorry guys can't give you any details on the engine, other than what is in the short description and what the pictures show i'll try to find out more if i can..off the shelf Tri Y headers for our Australian Ford Falcons.. 2 inch Primary to 2 1/4 inch intermediate pipe and probably 3 inch to 3 1/2 collector on these pipes..

I use this dyno and believe it to an Accurate and if anything conservative dyno..   

Whats his dyno correction method and factor?

What’s done to the intake?

Not saying the guys not honest but some things can influence numbers.

nascar429 wrote:Sorry guys can't give you any details on the engine, other than what is in the short description and what the pictures show i'll try to find out more if i can..off the shelf Tri Y headers for our Australian Ford Falcons.. 2 inch Primary to 2 1/4 inch intermediate pipe and probably 3 inch to 3 1/2 collector on these pipes..

I use this dyno and believe it to an Accurate and if anything conservative dyno..   

All I've got to say is that if this is real ... he did a really good job.

I only know a little hearsay but originally the engine was built by Kaase at least 5+ years ago and came with 950hp+ Dyno Sheets..

I'm not sure on Dyno correction factors but may be able to find out.. I had a similar size engine on the same Dyno making close to the same HP and he did sweeps or dyno runs using 400rpm per sec acceleration rate..so maybe it was the same with This Engine.

A friend of mine Owner/Engine Builder from A1 Hi Performance bought the BES 441 windsor for the 2011 engine masters entry, I was told it made 913hp at the Engine Masters and 920.2 hp at the BES shop on there Superflow 902 Engine Dyno, it Made 919.2hp on the C & R Motorsports Superflow 902 dyno that we use Here in Western Australia.

Giving the AFR guys something to shoot for............

I’ve just never seen those kind of #’s with a victor and small headers, plus it’s odd seeing it peak at 7100.

From what I can see in the pictures the intake doesn’t look to have heavy external mod’s

dfree383 wrote:I’ve just never seen those kind of #’s with a victor and small headers, plus it’s odd seeing it peak at 7100.

From what I can see in the pictures the intake doesn’t look to have heavy external mod’s

I'm not going to say it's not legit, after the bashing's I'v had on my numbers, but an un-modded Victor going to 7100 at 588 inch is going to be very tuff to do.

IDT-572 wrote:Giving the AFR guys something to shoot for............

Not really. There is an AFR engine that made more than 1,042.

dfree383 wrote:I’ve just never seen those kind of #’s with a victor and small headers, plus it’s odd seeing it peak at 7100.

From what I can see in the pictures the intake doesn’t look to have heavy external mod’s

Who's to say that stepped tri Y headers are an disadvantage? Nice look stuff.

I have a engine builder customer that uses that shop for his dyno testing on his Open Wheel Sprint car stuff, my guy says Geoff, dyno owner, has told him he has some of best ASCS Spec head power he has seen on his dyno. My customers stuff runs in the 3 in the class.

As far as my engine builder customer goes, the power he sees on the dyno shows up at the track.

Lem Evans wrote:

dfree383 wrote:I’ve just never seen those kind of #’s with a victor and small headers, plus it’s odd seeing it peak at 7100.

From what I can see in the pictures the intake doesn’t look to have heavy external mod’s

Who's to say that stepped tri Y headers are an disadvantage? Nice look stuff.

I just can't see a 2" Factory chassis style header regardless of tube configuration with the downturn at the port, out doing a big dragster type header on the HP department.

I could buy seeing a big bump in low end torque.

But hey stranger things have happened and I'm just expressing my experience on what I've seen.

It may not have had a pronounced bump in the torque curve, but it did have a 1500 rpm or close to it spread between tq peak and Hp peak.

That may have come from the headers and also from very high air speed in the port.

IDT-572 wrote:

dfree383 wrote:I’ve just never seen those kind of #’s with a victor and small headers, plus it’s odd seeing it peak at 7100.

From what I can see in the pictures the intake doesn’t look to have heavy external mod’s

I'm not going to say it's not legit, after the bashing's I'v had on my numbers, but an un-modded Victor going to 7100 at 588 inch is going to be very tuff to do.

It's probably worked over very well inside though!!

BBFTorino wrote:

IDT-572 wrote:

dfree383 wrote:I’ve just never seen those kind of #’s with a victor and small headers, plus it’s odd seeing it peak at 7100.

From what I can see in the pictures the intake doesn’t look to have heavy external mod’s

I'm not going to say it's not legit, after the bashing's I'v had on my numbers, but an un-modded Victor going to 7100 at 588 inch is going to be very tuff to do.

It's probably worked over very well inside though!!

You can port the bejesus out of one and it still won't have alot of effect on the peak RPM in that CID of engine. its missing meat in the areas when you can change it.

dfree383 wrote:

BBFTorino wrote:

IDT-572 wrote:

dfree383 wrote:I’ve just never seen those kind of #’s with a victor and small headers, plus it’s odd seeing it peak at 7100.

From what I can see in the pictures the intake doesn’t look to have heavy external mod’s

I'm not going to say it's not legit, after the bashing's I'v had on my numbers, but an un-modded Victor going to 7100 at 588 inch is going to be very tuff to do.

It's probably worked over very well inside though!!

You can port the bejesus out of one and it still won't have alot of effect on the peak RPM in that CID of engine. its missing meat in the areas when you can change it.  

Not at all true, Dave.
I have personally run a big bore 588 Ford on the dyno with those heads and a greatly modified Victor manifold, (anyone would have difficulty seeing the mods from the exterior), which peaked horsepower at 7,200 RPM. Not that much, though; (it was just under a 1,000 horsepower).
A guy on this forum, Dave De, has twins to those heads.

Big bore 588 = 4.625" bore x 4.375" stroke.

I have to agree with you Dave when i seen the manifold that appears to have no external mods..most definitely raised my eyebrows..after my own experience with Victor manifolds and many other hardcore builds on this forum..

But as Randy has mentioned it is possible to make some impressive numbers without much to give it away..

The headers is another area that is interesting.. inmo they are a restriction that has been my experience on that dyno with the Tri Y's in question over a set of 4 into 1 headers with 2 1/4 primary with 4 inch collectors and charlie's adaptors..on a 562ci p51 pumpgas engine i built 10 years ago.

The Tri Y's lost about 15 hp and interesting about 25 to 30ftlbs i'll see if i can find the old dyno sheet comparing them.

This Engine has me intrigued and i may ring them on monday and see if he will possibily share some details on the build.

That spacer has to be north of 3.5" tall. I need to get me a set of those Ultra 40's. Then there's the front sump pan. Makes you wonder what its going in.
Even if its a happy dyno for the package those are good numbers for that restricted manifold.

It's going back into a Australian 1982-83 falcon sedan raced by Yvette Gregg a local Lady who is a hardcore racer..she has been racing for about 16 years and has won at least one Championship in Super sedan which has a 8.5 second cutoff in the quarter..




This is a pass with the old BBF engine 850+HP N/A...with or without nitrous i'm not sure..

I talked to the engine builder today i can't share all the details but this thing is pretty seriously reworked!!.. 16 to 1 comp 900" lift with plenty of duration and a big intake to exhaust and lobe sep split, heavily reworked heads and manifold with some minor visable external mods.

2.30 1.80 valves killa flow figures shruck down combustion chambers, T&D Rockers BIG Dominator running on real good fuel which was worth some extra power..VP PSX+ not sure what you call it in America.. supposely worth some power over Q16 etc.

Talked to the dyno operator as well it was run on the standard STP correction factors that most people use with a 902 dyno and pulls were made with a 600 rpm/sec ramp.

Sounds like a very well thought out combo.

Hats off to them !

Sharfenberger's 588". Standard 2.250" & 1.76 steel valves. Out of the box TFS intake manifold.

I can believe it's been 3 years.

Damn Lem that's a straight forward way of getting it Done!!!..

While talking to the Engine Builder today i was impressed with his hardcore enthusiasm it's a innovative build for sure.. but wow pretty intense.


The build you posted seems like an easier and i'd say cheaper way of getting there..

nascar429 wrote:Damn Lem that's a straight forward way of getting it Done!!!..

While talking to the Engine Builder today i was impressed with his hardcore enthusiasm it's a innovative build for sure.. but wow pretty intense.


The build you posted seems like an easier and i'd say cheaper way of getting there..

The last 25-50 hp is always the most expensive but, if $288 P51 valves are what's in the budget that's what is ran.....that's not a bad thing, they are very good valves.

At the other side of the spectrum: Squeezing a nickel too much. This unit had a timing chain and a customer supplied MSD dist. which seemed to be functional. Things were REAL pissy until the crank trigger went on:oops:

Lem do you know how much lift you can practically run with the 2.25 valve in the p51 head before you run out of spring in relation to installed height coil bind etc..?

nascar429 wrote:
Lem do you know how much lift you can practically run with the 2.25 valve in the p51 head before you run out of spring in relation to installed height coil bind etc..?

[justify]

The head itself is not the limiting factor; unless you are using the springs which come with the complete heads as received.
The real answer to this depends upon the spring installed height you can obtain; deep retainers, long locks or long valves all increase the installed height you could get.