Our Results

Our Results

784.4hp 614.4 ft/lb from 3V 225cc heads and 4500 Dominator Manifold.

This monster of a motor was built by Phil Talmieri from Phil’s Automotive Service and Tune Shop (024 940 8402) in Newcastle NSW. Cylinder heads and manifold were massaged courtesy of Higgins Race Developments Victoria (Ph: 03 9768 3902).

The engine is based around a 9.2″ Dart block of 427ci in capacity. Camshaft is a custom Comp Roller. Engine was dyno tested at Baker Precision Engines on one of their own in house manufactured BAKER DYNOS, utilising Depac data acquisition (Ph: 02 6366 9225 )

PRINT * 95 A8414 LOUIE.CFG 426.FRC Nov 2 ’05 11:53 AM # 1
Baker Precision Engines (02) 6366-9225
 
DEPAC # 283 Fri Oct 28 ’05 4:43 PM FT4-8 Flow Tst* 8414 4000 to 7300 RPM
LOUIE.CFG 408.INF 29.92″ Dry Air @ 60F FUEL SG .704 Time 10.3
BARO:27.94 Disp:427 Bore:4.125 p.jet:0 s. jet:0 oil .p:60
Customer: LOUIE Engine: 427 STROKER FORD IGN Timing: 24
Headers:
Carbs: BG 1095 METH ANNULAR M.jet: S.jet: Pwr valve:
Cam: COMP CAM ROLLER Dur @ .050′: Lobe lift:
A. jet: Idle: Emul tube:
Muffler: Spacer: 1″ 4HOLE WILSON Boost:
COMP: 13.2 FUEL: METHANOL
CRANKING COMP OLD GAUGE PSI

 

3V Intake Manifold 220cc CHI Heads

RPM C TORQ C PWR A/ALKY Fuel F A Dens VAC OIL T FUEL.P RATE
BAND Ft-Lbs CHP RATIO #/Hr 100 % IN/HG Deg F PSI RPM/S
4045 522.0 402.0 5.26 89.0 -9.4 11.9 3
4100 525.4 410.2 5.23 89.0 -9.5 11.9 82
4200 532.4 425.8 5.26 89.0 -9.5 11.9 236
4300* 540.6 442.6 5.26 89.0 -9.6 12.1 330*
4400* 548.7 459.7 5.26 89.0 -9.6 12.1 388*
4500* 556.9 477.2 5.29 89.0 -9.6 12.1 361*
4600* 565.4 495.2 5.36 89.0 -9.6 12.1 341*
4700* 573.7 513.4 5.37 89.0 -9.6 12.2 420*
4800* 581.7 531.6 5.39 89.0 -9.6 12.5 432*
4900* 588.4 549.0 5.38 89.0 -9.7 12.7 286*
5000* 592.4 564.0 5.35 89.0 -9.7 12.9 356*
5100* 595.9 578.8 5.37 89.1 -9.7 13.0 390*
5200* 600.4 594.5 5.43 89.1 -9.7 13.1 400*
5300* 802.8 808.3 5.46 89.1 -9.8 13.1 466*
5400* 601.9 618.9 5.48 89.1 -9.8 13.1 544*
5500* 605.2 633.7 5.48 89.1 -9.8 13.1 572*
5600* 605.8 645.9 5.51 89.1 -9.8 13.1 642*
5700 608.0 659.8 5.54 89.1 -9.8 13.3 182
5800* 608.2 671.7 5.59 89.1 9.9 13.4 686*
5900* 608.6 883.7 5.61 89.1 -9.9 13.2 464*
6000 614.0 701.4 5.63 89.1 -9.9 13.5 138
6100* 612.7 711.6 5.82 89.1 -9.9 13.8 453*
6200* 613.5 724.2 5.60 89.1 -10.0 14.0 636*
6300* 613.9 738.4 5.57 89.1 -10.0 14.0 231*
6400* 613.2 747.2 5.59 89.1 -10.0 14.0 518*
6500* 609.8 754.4 5.58 89.1 -10.0 14.0 596*
6600* 607.2 763.0 5.54 89.1 -10.1 14.0 468*
6700* 801.4 787.2 5.52 89.1 -10.2 14.0 429*
6800* 594.8 770.1 5.50 89.1 -10.2 14.2 591*
6900* 588.3 772.8 5.51 89.1 -10.2 14.2 433*
7000* 582.8 776.7 5.50 89.1 -10.1 14.3 533*
7100* 578.2 781.7 5.51 89.1 -10.1 14.3 449*
7200* 570.9 782.7 5.53 89.1 -10.1 14.3 509*
7287* 565.4 784.4 5.53 89.1 -10.1 14.5 230*
AVRG 591.55 638.68 5.469 89.07 -9.84 13.24 432

AVERAGE RESULTS From 4200 RPM to 7100 RPM DEPAC * 283

758hp and 580 ft/lb with 3V heads

BK Engine
3.Bill Kaglatzis C/O BK Engines. Ph:(0400 351 400)

Here it is all 758hp and 580 ft/lb with 3V heads. Engine combo consists of : 400 cube, Dart block, Eagle 4340 crank, CP pistons with 14.6:1 comp, BK custom grind cam with .700 lift & 270@.050, Weiand tunnel ram converted to suit Enderlie bird catcher, Peterson wet-vac oil pump with belt driven dizzy & belt driven Enderlie 80a fuel pump.

BK Race Engines Page 1 of 1
Listing of (memory data)
Channel Group: Corrected Torque and Power Page 1 of 1
Printed on Ju1 8, 2005 at 15:07:41
Test Description: Accel. Test – 600 rpm/second

Eng Spd STPTrg STPPwr Fuel A Fuel B A/F Air l BSFC VolEff
RPM Clb-ft Chp lb/hr lb/hr Ratio scrm lb/hph
5500 581.7 609.1 0.0 0.0 0.00 0 0.000 0.0
5600 572.2 610.1 0.0 0.0 0.00 0 0.000 0.0
5700 569.5 618.1 0.0 0.0 0.00 0 0.000 0.0
5800 569.8 629.2 0.0 0.0 0.00 0 0.000 0.0
5900 568.1 638.1 0.0 0.0 0.00 0 0.000 0.0
6000 565.9 646.5 0.0 0.0 0.00 0 0.000 0.0
6100 562.7 653.5 0.0 0.0 0.00 0 0.000 0.0
6200 569.7 672.5 0.0 0.0 0.00 0 0.000 0.0
6300 563.5 675.9 0.0 0.0 0.00 0 0.000 0.0
6400 567.1 691.1 0.0 0.0 0.00 0 0.000 0.0
6500 565.7 700.1 0.0 0.0 0.00 0 0.000 0.0
6600 564.2 709.0 0.0 0.0 0.00 0 0.000 0.0
6700 565.6 721.5 0.0 0.0 0.00 0 0.000 0.0
6800 565.5 732.2 0.0 0.0 0.00 0 0.000 0.0
6900 550.8 723.7 0.0 0.0 0.00 0 0.000 0.0
7000 545.0 726.3 0.0 0.0 0.00 0 0.000 0.0
7100 544.8 736.5 0.0 0.0 0.00 0 0.000 0.0
7200 539.9 740.1 0.0 0.0 0.00 0 0.000 0.0
7300 538.4 748.3 0.0 0.0 0.00 0 0.000 0.0
7400 537.6 757.4 0.0 0.0 0.00 0 0.000 0.0
7500 526.6 751.9 0.0 0.0 0.00 0 0.000 0.0

 

2002 Engine Master
“2004 Engine Masters Championship winning racing cylinder heads and manifolds”

At CHI we don’t expect you the customer to just take our word on the performance potential of our cylinder heads and manifolds. Unlike most companies we believe our results truly speak for themselves.

At the 2002 Engine Masters Competition we placed runner up overall whilst posting the highest peak torque and horsepower numbers of the field. If that wasn’t enough we were the most powerful Small Block Ford Cylinder Head and manifold by a proverbial mile.

At the 2004 Engine Masters we were determined to prove decisively that our 2002 results were no accident.

With no fewer than 4 entries using our 3V 225cc Cleveland Cylinder Heads and manifolds we blitzed the field of 40 entrants. Of the 6 finalists we had the winning engine of Jon Kaase and the no 5 placed engine of Scott Main and Bob Moore from MPG Heads both utilizing our 3V Cylinder Heads. No other manufacturer had two of their cylinder heads in the top 6, nor could they lay claim to having been chosen as the only supplier of any make of cylinder head in the competition.

If the Engine Masters Competition was not enough proof of the quality and performance offered by our cylinder heads and manifolds take the time to read in the articles section our independent test performed by Muscle Mustangs and Fast Fords Magazine (Thunder from Down Under) in the US. Also coming Dec 2005- Jan 2006 Muscle Mustangs and Fast Fords tests our as cast heads and manifolds on a 408 W for some truly astounding results.

We along with our customers have also spent many hours testing and validating our own products and we have listed below just some of our results. If you would like more information on other builds feel free to contact us as we have an extensive library from our own dyno and our distributors as well.

CHI 2V vs. hand ported Cast iron 2Vs = 58 more hp and 20ft/lb more torque

Pavtek Performance Engines and Machining in Epping Melbourne (Ph: 03 94087726) decided to test for themselves the new CHI 2V head against a pair of well ported cast iron 2V heads. The test was carried out on a standard stroke pump gas 10.5-1 compression 351 Cleveland with a +.030″ bore. The manifold was an Active 2V that had been well ported and the camshaft was a solid grind in the mid 240s @.050″on the intake with mid 250s @.050″ on the exhaust and valve lift was in the .550″ lift area. Headers were a pair of off the shelf Pacemaker 1 ¾” primary units. No other changes were made except for the swapping of the cylinder heads for the test. The graph with the 2 tests is the back to back running of the cast iron heads vs. alloys whilst the 2nd graph is the alloy headed engine with a set of 1 7/8″ primary headers.

The results were awe inspiring. The alloy units produced an amazing 58 more peak horsepower whilst raising the peak hp rpm a further 1000rpm, and also adding a further 20+ ft/b of torque. All from a simple cylinder head swap. Even more amazing was the addition of 1 7/8″ headers saw the engine nudging 500hp!!!

Test id: *NEW 2V CHI heads – RR3
Customer: Heads: CHI 2V Heads
Test Date: 4-Oct-2005, 18.10 Camshaft: Crane F248
Test N: 2348 Operator : Theo Manifolds: Ported Active 2V+2″ Pavtek Spacer
Regd No: Induction: Demon
Engine: 351 Ford Clev- Exhaust: Dyno Pm 1344>1
Capacity: 358.9ci Compression: 10.73:1
Correction: 3.12 $AC JB07 Cylinders: 8(1-2-3-4-5-6-7-8)
Fuel: Synergy
Test id: 2V PortedCast iron Heads
Customer: Heads: Ported 2V
Test Date: 21-Mar-2005, 13.19 Camshaft: Crane F248
Test N: 1784 Operator : Theo Manifolds: Ported Active 2V
Regd No: Induction: Demon
Engine: 351 Ford Clev- Exhaust: Dyno 1344>1
Capacity: 358.9ci Compression: 10.99:1
Correction: 4.12 $AC JB07 Cylinders: 8(1-2-3-4-5-6-7-8)
Fuel: Synergy
CHI 2V vs 2V Cast Iron
CHI2V vs. 2V cast iron Graph

 

Test id: *CHI 2V Heads -1 7/8 pipes
Customer: Heads: CHI 2V Heads
Test Date: 4-Oct-2005, 18.50 Camshaft: Crane F248
Test N: 2351 Operator : Theo Manifolds: Ported Active 2V+2″ Pavtek Spacer
Regd No: Induction: Demon
Engine: 351 Ford Clev- Exhaust: 178 Parameters
Capacity: 358.9ci Compression: 10.73:1
Correction: 3.33 $AC JB07 Cylinders: 8(1-2-3-4-5-6-7-8)
Fuel: Synergy
CHI2V500hp1 7/8 primary
CHI2V500hp1 7/8 primary graph

515 Hp 470 Ft/lbs Pump Gas Terror

In order to bring to you some real world dyno comparisons, we screwed together a near standard 351 Windsor, with the aim being to build an affordable engine that will run on standard pump fuel, with as few exotic parts as possible. We started out with a 351 Windsor block bored to .030″; and fitted with a KB 151 5/64 ring, hypereutectic piston package, giving us a streatable 9.9-1 compression ratio. The pistons were mated up to a standard, linished and tuftrided crank, using Eagle SIR I-Beam Standard replacement rods part no SIR 5956FP. In keeping with the not to exotic theme we decided to test a hydraulic cam as well as a similarly sized solid, to bring to you the best of both worlds.

The Hydraulic cam came in at 234@.050 on the Intake with 238@.050 on the Exhaust, 108 L/C and a .350 Lobe lift. The solid featured a 239@.050 Intake with 242@.050 on the Exhaust, 108 L/C and a .360 Lobe lift. The short motor had our out of the box EM185cc cylinder heads fitted as well as our Engine Masters Inlet Manifold. Controlling the Ferrea 2.08 Inlet valves and Manley custom 1.650″; exhaust valves were a set off Comp Cams Big Block Chevy 1.7-1 Chrome Molly roller rockers. Topping of the whole package was a Demon 830 mechanical secondary and a set of Hooker 1-3/4″; primary 31″ long headers.

The results speak for themselves!

Dyno Test Results
EM 185 234@.050 Hyd cam EM 185 239 @ .050 Solid
RPM HP TQ HP TQ
4600 410.8 469 406.3 463.9
4700 416.9 465.9 420.4 469.8
4800 422.5 462.3 432.3 473
4900 439.3 470.9 442.4 474.2
5000 447.9 470.5 449.6 472.3
5100 459 472.7 460.2 473.9
5200 467.1 471.8 465.1 469.8
5300 474.1 469.8 478.4 474.1
5400 484.8 471.5 489.2 475.8
5500 494.4 472.1 496.7 474.3
5600 496.7 465.8 502.5 471.3
5700 496.4 457.4 507.6 467.7
5800 500 452.8 513.6 465.1
5900 504.6 449.2 515 458.4
6000 506.5 443.4 516.5 452.1
6100 510.2 439.3 518 446
6200 516.9 437.9 522.8 442.9
6300 514.6 429 519.5 433.1
6400 516.6 423.9 523.4 429.5
6500 512.4 414 518.8 419.2
6600 513.7 408 516.9 411.3
AVG 505.27 453 510.7 457.9

Testing the EM 185cc cylinder head

After our success at the 2002 Engine Masters Challenge, we set about developing the all new Engine Masters (EM)185cc cylinder head. Our objective was to offer to the public an out of the box cylinder head with all the benefits of Dave Storlien’s hand ported castings. Our expertise in cylinder head design and manufacture led to us developing a cylinder head with almost identical flow characteristics to the hand ported version. This was achieved partially through the careful and extensive testing of valve seat cutter combinations.

Flow figures, are however only one part of a much larger equation, and in order to verify the performance potential of the new out of the box castings, we decided to test them against the very cylinder heads they were based on. The out of the box EM185 castings were bolted on to Dave Storlien’s 366 Clevor from the Engine Masters Challenge, and run down to Applied Dyno Technology MN for a full evaluation. All testing was performed through mufflers and with an air filter mounted.

Dyno Test Results
EM 185 hand finished head EM 185 As cast
RPM HP TQ HP TQ
4600
4700 472 528 455 508
4800 475 519 474 519
4900 482 516 478 513
5000 487 511 490 515
5100 498 513 497 512
5200 510 516 502 507
5300 518 513 511 506
5400 519 505 522 507
5500 532 508 521 497
5600 534 501 525 492
5700 547 504 529 488
5800 553 500 538 487
5900 556 495 538 479
6000 561 491 545 477
6100 561 483 552 475
6200 567 480 555 470
6300 571 476 558 465
6400 574 471 562 461
6500 581 469 562 454
6600 580 461 568 447
AVG 562 524.2 551.6 488.9

3V185cc V 3V218cc title fight on 408W.

To answer some of our customer’s questions, as well as a few of our own, we decided to piece together a recognizable engine package, in order to, back to back test, our Engine Masters 185 cylinder head against our new 3V 225cc inlet port. We started out with a junkyard 351W block, bored and honed it to suit custom Manley forged pistons – 1.125 pin height, 1/16 – 1/16 – 3/16 ring package and a 15cc chamber shaped dish, netting us a healthy 11.0-1 compression ratio. These were attached to a Eagle 4340 crankshaft with 3.945 stroke via a set of custom Manley 6.400″ rods.

The camshaft used was a custom Elgin Cams grind with the following specs. Inlet lobe 249 @ .050, Ex 251 @ .050 with valve lift figures of .562″ and .581″ respectively. The job of actuating the valves was given to a set of Comp Cams, Chrome Molly, 1.7 – 1 ratio, Big Block Chevy rockers. Comp also got the nod for valve springs where a set of #950 springs were called upon for valve control duties, with the help of some Titanium retainers.

The aim of the test was to compare the two cylinder heads as well as our new prototype inlet manifolds, for both the EM 185 and the 3V 225cc cylinder heads. Both manifolds were tested with a Demon 820 Annular Discharge Carby with removable venturi’s, running on high octane pump fuel. Headers were a set 4bbl Hooker items, with 30″ long, 1 &Mac178;” primaries. In order to evaluate the two port designs accurately, both heads had their valve seats machined to the same size, i.e. 2.080″ Inlet and 1.650″ exhaust valves, and were used as supplied to customers, straight out of the box.

All testing was performed on Applied Dyno, MN, Superflow 901 dynamometer.

Dyno Test Results
EM 185 3V 225cc
RPM HP TQ HP TQ
3100 284 481 275 465
3200 298 489 288 472
3300 309 492 294 468
3400 317 489 302 467
3500 321 482 313 469
3600 327 477 319 465
3700 335 476 326 462
3800 350 483 333 461
3900 360 485 348 469
4000 383 489 373 489
4100 395 505 390 500
4200 412 515 416 520
4300 437 533 436 533
4400 451 539 456 544
4500 465 542 469 547
4600 476 544 480 548
4700 488 546 491 549
4800 501 548 505 552
4900 514 551 518 555
5000 527 553 519 545
5100 531 547 526 542
5200 536 541 533 539
5300 535 530 534 529
5400 530 515 539 524
5500 532 508 539 515
5600 534 500 546 512
5700 531 498 556 512
5800 536 485 575 521
5900 543 484 584 519
6000 547 479 586 510
6100 553 476 587 499
6200 548 464 587 490
6300 543 453 589 475
6400 547 449 591 472
6500 537 434 588 472
AVG 458.1 502.3 466.0 506.0
3V 185V 218 3V 185V 218

Click to view the video Please click here to watch the video

To complete and verify our dyno testing results, the Dave Storlien built 366 Clevor pump gas engine from the 2002 Engine Masters Challenge was slotted into Richard Browns Fox chassis mustang and towed down to Cedar Falls Raceway for some track testing and evaluation.

The motor was run in full Engine Masters trim including air cleaner and full exhaust system.  One pass was all that was needed to produce this number, and although the 60ft time was well down due to excessive wheel spin at the start line, unfortunately the weather closed in, and the guys were not able to make the necessary adjustments, to get the car down the track in a time more representative of its true potential, based on its terminal speed.

A quick look at the drag racers bible, the Moroso Power – Speed calculator, tells us that the car, will on a good pass have run in the 10.2 sec range and is producing approximately 540 hp in the car.

The incremental et and mph figures were as follows:

Incremental et MPH
60 ft 1.639
30 ft 4.492
1/8 mile 6.318
1000 ft 5.974
p mile 10.632
MPH 130.80

 

Unfortunately the 1/8 MPH beams were not functioning in the right lane so these figures were not available for us to post.

 

Mustang Mustang
JK Logo

Chassis, Rear Housing Fabricating, Roll Cage, and Tubing.
Jason Klein 612-741-4066
Richard Brown 612-597-3364

History of Richard Brown’s 82 Ford Mustang

It started in 1996 when Richard purchased this 82 GT Mustang with a .030 over 302 with 9 to 1 compression performer RPM cylinder heads, cam shaft, intake and a Holley 650 double pumper. The car had a C-4 with a 2400 stall converter and a reverse manual valve body; also a stock 7.5 rear-end with 2.79 gears. Interior was stock 82 GT with American Racing 14 inch wheels on it.

It wasn’t stock for long, during the summer of 97 I put in a 12 point roll cage, 9 inch rear-end with 430 gears, south side lift bars, and a cheap NOS cheater kit. After making a couple of trips to the race track that Fall Richard got the car to run 10.80 at 124mph, with a 175 shot of NOS. Over the next two Winters Richard mini-tubbed it, put in a ladder bar , coil over rear suspension, stretched the quarters for 31 inch tall tires, put on 90lx bumpers and quarter windows. Next they updated the motor by ordering a Probe Industries 408 stroker short-block, then ported the performer RPM cylinder heads, installed 2055 intake valves and topped it off with a Super Victor intake and a 750 carburettor; the transmission was then changed to a power glide with a 5000 stall converter and trans brake. After those modifications it ran 10.50 on the motor and 9.98 on a 150 hp of NOS.

Four years later it now has Victor Jr. cylinder heads, 850 Holley, and a 300 hp of NOS, has ran 9.33 at 142mph on 31×16.5ET Streets and through the mufflers.

At the 2002 World Ford Challenge, Richard qualified #12 out of 49 cars in the wild street class.

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