[DeTomaso] Intakes.

[Paul - Home]

I did some Excel on the data from first set of data from Dan and based 
on the HP under the curve, The air gap with the HVH and the torker with 
the HVH have the most HP under the curve, followed by the Parker with 
the HVH.  A lot of this is due to the HP between 4000 and 5000 RPMs.

Paul
#9270

Daniel C Jones wrote:
> On Tue, Feb 23, 2010 at 10:39 AM, Larry Finch <fresnofinches at aol.com> wrote:
>> Dan wrote: <<<unported iron 4V heads>>>
>>
>> Dan, can you clarify info on these heads?  Open or quench? Valve size?
> 
> For the 4V intake manifold tests, the heads were unported iron closed
> chamber 4V heads with 2.19" diameter intake and 1.71" diameter exhaust
> valves.  We've also tested CHI-3V and the Pro Comp clones.   We have
> around 8 other sets of heads to test.
> 
>> For that matter, can you refresh our memories on the details of the
>> block  you are using?
>>
>> CID, pistons, rods, lifters, etc?
> 
> The short block is a standard performance rebuild of a 351C with the
> following parts:
> 
>  Ford 351C block, 0.030" over (4.03" bore), 2 bolt mains, block did not
>  require a re-bore as it had low miles since last being bored and was in
>  good shape (no ridge), block was decked to clean up gasket surface
>  Pioneer brass freeze plug set
>  TRW L2379F forged flat top pistons with dual valve reliefs
>  Ford 351C forged steel connecting rods (5.78")
>  Ford 351C nodular iron crankshaft (3.5" stroke)
>  Powerbond SFI balancer
>  Ford Motorsport double roller timing chain (French Renold chain)
>  Melling M84AHV mechanical high volume oil pump
>  Ford Motorsport M-6005-A351 heavy duty chrome moly oil pump driveshaft
>  Ford 351C passenger car front sump 5 quart oil pan
>  Weiand 8209 aluminum 351C water pump
>  MSD 8480 distributor (mechanical advance, large cap)
>  Crane steel distributor gear (p/n 52971-1 for 351C with .531" shaft dia.)
>  Cometic head gaskets (p/n C5871-040 for a 4.1" bore 351C/351M/400)
>  FRPP M-6500-S58 "Early Block Hydraulic Roller Lifter Set". These are
>  Crane p/n 36532-16 link bar retrofit roller lifters but were a little
>  cheaper under the Ford Racing part number.
>  Trend custom length push rods (shorter to suit the taller roller lifters)
>  Hastings moly rings (351C stock replacement)
>  Clevite rod and main bearings (Std/Std)
>  Crank treated to a light polishing
>  Clearances are .0025" on rods and .0027" mains
>  Fuel pump block off plate (dyno providing the fuel flow)
> 
> The engine was assembled by Dave McLain of McLain's Automotive who is also
> providing the dyno services. The reusable Cometic head gaksets were provided
> by Alex Denysenko of MoneyMaker Racing. The block and iron heads and intakes
> were painted by fellow Pantera owner Mike McDougal. Many more people have
> contributed parts or cold hard cash to this effort, so I'll have a lot
> more people to
> thank in the installments to follow.
> 
> The camshaft is from Reed Cams in Georgia and is a custom hydraulic roller,
> specifically part number 535-TM280HR-284HR-107A, and is ground on a standard
> base circle steel core. In picking the cam specs, we were after a street
> performance grind that would have a horsepower peak near 6000 RPM with a
> best shift point of 6500 RPM, a wide mid-range torque band and some idle
> rump-rump.  We also wanted a cam that would work well with all the heads to
> be tested which range from open chamber 2V iron to Ford Motorsport aluminum
> high ports to CHI 3V's. We chose a hydraulic roller to avoid the lobe and
> lifter wear problems associated with the low ZDDP content associated with
> current automotive oils. Also, I'm a lazy street guy and setting lash on a
> solid cam is a bit of a chore in a Pantera. The cam specs are:
> 
>  228/232 degrees @ 0.050" lift (280/284 @ 0.006"), 0.588"/0.588" lift,
>  107 LSA, 68 degrees overlap, installed in the engine on a 104 intake
>  centerline.
> 
> The 68 degrees of overlap should put us in the right ballpark for a
> street performance cam in an engine of 351 cubic inches, considering
> our relatively large intake valves. I picked the lobe separation angle
> using David Vizard's cam selection guidelines. Theoretically, for this
> combination of bore, stroke, intake valve diameter, compression ratio
> and overlap, this LSA should give us the best area under the HP curve
> but not necessarily the best peak HP. For our valve diameters, Vizard's
> guidelines suggest very large lift of between 0.615" to 0.766", with the
> caveat that lift be limited to whatever is consistent with the longevity
> goals. Since our goal was a street engine, we went with a relatively
> modest lift of 0.588".
> 
> Dan Jones
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