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Discussion Starter · #1 ·
Good Day All,

I made a post about a year ago with the specs of a 430W build with the following specs:
Trick-flow 225 R-Series head from Total Engine Airflow (they flow 356 CFM @700 lift intake - 282 @ 700 ex) running Victory 1 Ti intake valve 2.08, Ferrea Stainless steel ex valve 1.6. ?? I currently have a set going on a 430W 13:1 CR and port matched Super Victor Holley 950 XP E-85. Dart Iron Eagle block Lunati Signature series crank, Oliver billet I-beam rods (Speedway series), Diamond pistons, 55mm roller cam journal custom cam specs (744/742 lift - [email protected] 282/296 114 lobe sep) from LSM. .904 Isky EZ Roll Max bushed lifter, T&D Shaft mount rockers. Will spray a 250 wet shot of NOS on top. Hoping for 750 on motor and close to 1K on the juice.

A couple weeks ago I had the motor dyno'd and we have some preliminary numbers. The motor isn't final, but we're happy with the results so far. I have a YouTube channel that I'm posting vids on. If you like what you see please share and subscribe.

Ford Falcon 430 Windsor
CSM Racing Engines
430 Windsor Dyno pt.1
 

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I saw about 678HP at about 7500 RPM.
 

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705 HP at 7500 on the printout.

Nice engine built right with good parts. Nice car too, also well done.
Ahh, I didn't see the corrected numbers on the printout, it was all I could do to fast forward over all the talking :p
 

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I watched it breeze past my [email protected] peak number and keep going. That extra 1500 RPM is awesome, but expensive.
 

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Discussion Starter · #9 ·
705 HP at 7500 on the printout.

Nice engine built right with good parts. Nice car too, also well done.
Correct 705 and buzzed to 8,100 RPM, but 705 was around 7,500 if I remember correctly.

The next thing we'll be ding is send the Holley XP 950 E-85 carb out to get sorted out and finish final tuning. We're thinking there's more in it especially with Tq.
 

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Correct 705 and buzzed to 8,100 RPM, but 705 was around 7,500 if I remember correctly.

The next thing we'll be ding is send the Holley XP 950 E-85 carb out to get sorted out and finish final tuning. We're thinking there's more in it especially with Tq.
Question, wouldn't a performance efi system produce more power and torque than the carburetor?
 

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Discussion Starter · #12 ·
Question, wouldn't a performance efi system produce more power and torque than the carburetor?
That's a debatable question/topic that engine builders with a lot more experience than me can answer. My initial though is yes and I did consider throwing Holley dominator EFI with their port injection to Super Victor manifold, but finding someone to calibrate the hard part so for now we're doing carburation.
 

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That's a debatable question/topic that engine builders with a lot more experience than me can answer. My initial though is yes and I did consider throwing Holley dominator EFI with their port injection to Super Victor manifold, but finding someone to calibrate the hard part so for now we're doing carburation.
I can understand that. I've often wondered if efi is even worth all the expense and hassle of getting it calibrated.
 

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65 fastback pump gas .060 289 (297) solid roller, T5 all motor. 11.12 122 mph
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I would like to see it with a significantly larger carburetor and a fully ported intake done by somebody knowledgeable. If anything is holding it back it is those two things
 

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I would like to see it with a significantly larger carburetor and a fully ported intake done by somebody knowledgeable. If anything is holding it back it is those two things
The xp 950 is holding it back?
 

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65 fastback pump gas .060 289 (297) solid roller, T5 all motor. 11.12 122 mph
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There were mumbling‘s going around about how certain people didn’t like the new 950 Holley carb because it wasn’t making numbers on the dyno and not running numbers on the track. There was talk about the shape of the Venturi and transition to the throttle blade diameter not being ideal. It was on speed talk awhile back.

If it was simply the old much smaller 950 hp (750 main body/Venturi diameter) it would just be radically too small for the combo and acting as a restrict or plate.

By fully porting the intake I am talking about milling the plenum to open it up radically. Maybe even doing some welding to make it work. A properly done sheet metal dual carb intake on an awesome build like this and he could likely meet or very well surpass his 750 hp goal.
 

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65 fastback pump gas .060 289 (297) solid roller, T5 all motor. 11.12 122 mph
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I can understand that. I've often wondered if efi is even worth all the expense and hassle of getting it calibrated.
This has a TON left on the table without changing to EFI. 8,100 rpm with 430” displacement. Its radically different in cost and complexity going to EFI on this type of build rather than an almost stock 300 hp cruiser.
 
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