"Scary" Engine Analyzer Plus V3.4B
Thread Starter
Drifting
Joined: Jun 2020
Posts: 1,666
Likes: 714
From: Stay dangerous my friends
"Scary" Engine Analyzer Plus V3.4B
Just updated Engine Analyzer, felt like discussing. I have over $600 into it (that's not the most scary part), not including what I spent for it throughout the years, even from when it was Quarter Junior. Great program, between that and PipeMaxx there's such a wealth of data.
Engine is mostly modeled after Dirt Late Model formulas for SBC's but I'm not up to quite that level. So the scary part is average HP and peak HP... tried not to get greedy and to get the TQ under control as anything over 500 just spins the wheels like crazy in the first 2-3 gears. Peak conservative fly wheel 580TQ/690HP NA of course. I have a lot of experience putting together engines that make less than half, but nothing close to this.
Basically it's a 400ci small block Chevy that turns 7K+ with focus on the flattest torque curve. It's fun playing around with designing the combination, analyses of different setups, and the optimize function.
The parameters for the cam were good idle, good vacuum, good drivability, and over-rev (in other words to not keep making more power but being able to stay in a lower gear.) Peak power goal was 6,200 rpm, actual is 6,700rpm peak. Over rev to a conservative 7,200.
This means high strength, light weight internal components, and other measures to counter friction loss well north of 200HP towards the top.
Everything should live, but wow, it pushes things to the limit with regards to piston speed, valve train stability, even exhaust sizing. Optimal header primary diameter is close to 2.1" exhaust pressure will e too high. Happy to share the data, but it's not something I can cut and paste here.
Interesting data... the mini-ram is 4" long runners, runner diameter equivalent of 1.8" and the intake ports 1.755" That's a 1206 intake. Optimized (for max average HP) we would need smaller diameter and longer runner (1.4" dia intake port on the heads, 6-9" long runner). It's got room for another 100+ HP if I optimize even just the intake and runners for max peak HP, same everything else, and then it shows an ideal 29-30" runner and had port intake size of only 1.1" (647TQ and 806HP at 7200). I'm sure a lot of people out there would argue with that, but it's a badass software application.
Here's a short version of the report:
Analysis Report for Full Race Engine with Desired HP Peak at 6200 RPM
Peak Tq =581. @ 5700 RPM 1.45 Ft Lbs per CuIn
Peak HP =692. @ 6700 RPM 1.73 HP per CuIn
Maximum Tq/CuIn is 1.449 Ft Lbs/CuIn.
This is somewhat high, indicating good performance, but will
produce high cylinder pressures and temperatures.
Maximum Exhaust System Backpressure 'Exh Pres' is .6 PSI.
This is somewhat high for a race engine, as most race engines run
open exhaust (open headers). Since you have some backpressure, you
must be specifying some type of racing exhaust system with mufflers.
Racing exhaust systems should not produce more than .5-1 PSI Exh Pres
or they may severely limit Tq & HP. To simulate open headers, set
Exh System to an Open Headers or set the CFM Rating to a higher value
in the Exhaust Specs menu.
Maximum Intake Manifold Vacuum 'Int Vacuum' is 1.2 ''Hg.
This is somewhat high and is limiting air flow and HP.
Maximum Fuel Flow 'Fuel Flow' is 820 lbs/hr ALCOHOL.
This is equal to 124.6 gallons per hour of fuel flow.
For an injected engine with one injector per cylinder, you will require
at least 103 lbs/hr injectors.
Mechanical Efficiency 'Mech Eff' is 79 %
at the current Peak HP RPM of 6700 RPM.
This is somewhat low and represents a real power loss in this
engine's current operating range. This can be improved by paying
close attention to details in the Short Block Specs menu.
The Intake Valve Mach # 'MACH #' is .347
at your 'Desired HP Peak RPM' of 6200 RPM.
This is low and indicates perhaps too much intake cam duration.
The Maximum Average Piston Speed 'Piston Spd' is 4500 ft/min
at the Performance Calculations Maximum RPM of 7200 RPM.
This is Very high (if you want to run this entire speed range),
requiring light, high strength reciprocating components.
A race engine should limit PSN SP to a range of 5000-6500 ft/min. (Race
engines on the 'leading edge' of technology are running up to 7500
ft/min.) To run over 3500 ft/min requires 'better than production'
parts. To run at 5000 ft/min or higher, you will need 'state of the
art' reciprocating components (connecting rods & bolts, pistons, etc.)
like those present in Drag Racing's Pro Stock class or Formula 1.
These components must be both extremely light and strong.
Maintaining low PSN SP and PSN GS are critical for 'keeping the engine
together'. OVER-REVVING PARTS BEYOND THEIR INTENDED LIMIT IS UNSAFE
FOR THE ENGINE, YOURSELF AND BYSTANDERS.
The Intake Runner Velocity 'Int AvgVel' is 349 ft/sec
at your 'Desired HP Peak RPM' 6200 RPM.
This is somewhat high and indicates you will need a larger Intake
Runner Diameter or larger Intake Port Diameter for less
restriction and stronger intake tuning.
For these engine specs, an 'Int AvgVel' of about 260 should work well.
If the 'Int AvgVel' is approximately 30-80 Ft/Sec higher than this,
you will likely improve torque below this RPM, but lose some HP.
The Inertia tuning of this intake is tuned to 6151 RPM,
which is close to your 'Desired HP Peak RPM' of 6200 RPM.
Since this RPM is about where the HP peak should occur, peak HP
should be good. If you specify longer and/or smaller diameter intake
runners, you will likely gain Peak Torque and lose some Peak HP.
The % Exhaust to Intake Flow Capacity 'Total Exh/Int %' is 62.4 %.
This is somewhat low, and indicates you could improve performance
by improving exhaust valve flow and exhaust cam profile. The most
common 'rule of thumb' is to design for around 75% EXH/INT flow
capability.
Estimated Idle Vacuum 'Est Idle Vac, ''Hg' is 12.9 ''mercury.
This is Very high and would provide for a relatively smooth
idle. However, for a race engine, it may be indicating the cam
does not have sufficient overlap which may limit full throttle
torque and HP.
IMPORTANT: The Optimize feature at the top of the Main Screen is
an excellent way to find combinations which work well together.
Click on 'Help' in the Optimize screen for tips on this feature.
End of Analysis Report
Engine is mostly modeled after Dirt Late Model formulas for SBC's but I'm not up to quite that level. So the scary part is average HP and peak HP... tried not to get greedy and to get the TQ under control as anything over 500 just spins the wheels like crazy in the first 2-3 gears. Peak conservative fly wheel 580TQ/690HP NA of course. I have a lot of experience putting together engines that make less than half, but nothing close to this.
Basically it's a 400ci small block Chevy that turns 7K+ with focus on the flattest torque curve. It's fun playing around with designing the combination, analyses of different setups, and the optimize function.
The parameters for the cam were good idle, good vacuum, good drivability, and over-rev (in other words to not keep making more power but being able to stay in a lower gear.) Peak power goal was 6,200 rpm, actual is 6,700rpm peak. Over rev to a conservative 7,200.
This means high strength, light weight internal components, and other measures to counter friction loss well north of 200HP towards the top.
Everything should live, but wow, it pushes things to the limit with regards to piston speed, valve train stability, even exhaust sizing. Optimal header primary diameter is close to 2.1" exhaust pressure will e too high. Happy to share the data, but it's not something I can cut and paste here.
Interesting data... the mini-ram is 4" long runners, runner diameter equivalent of 1.8" and the intake ports 1.755" That's a 1206 intake. Optimized (for max average HP) we would need smaller diameter and longer runner (1.4" dia intake port on the heads, 6-9" long runner). It's got room for another 100+ HP if I optimize even just the intake and runners for max peak HP, same everything else, and then it shows an ideal 29-30" runner and had port intake size of only 1.1" (647TQ and 806HP at 7200). I'm sure a lot of people out there would argue with that, but it's a badass software application.
Here's a short version of the report:
Analysis Report for Full Race Engine with Desired HP Peak at 6200 RPM
Peak Tq =581. @ 5700 RPM 1.45 Ft Lbs per CuIn
Peak HP =692. @ 6700 RPM 1.73 HP per CuIn
Maximum Tq/CuIn is 1.449 Ft Lbs/CuIn.
This is somewhat high, indicating good performance, but will
produce high cylinder pressures and temperatures.
Maximum Exhaust System Backpressure 'Exh Pres' is .6 PSI.
This is somewhat high for a race engine, as most race engines run
open exhaust (open headers). Since you have some backpressure, you
must be specifying some type of racing exhaust system with mufflers.
Racing exhaust systems should not produce more than .5-1 PSI Exh Pres
or they may severely limit Tq & HP. To simulate open headers, set
Exh System to an Open Headers or set the CFM Rating to a higher value
in the Exhaust Specs menu.
Maximum Intake Manifold Vacuum 'Int Vacuum' is 1.2 ''Hg.
This is somewhat high and is limiting air flow and HP.
Maximum Fuel Flow 'Fuel Flow' is 820 lbs/hr ALCOHOL.
This is equal to 124.6 gallons per hour of fuel flow.
For an injected engine with one injector per cylinder, you will require
at least 103 lbs/hr injectors.
Mechanical Efficiency 'Mech Eff' is 79 %
at the current Peak HP RPM of 6700 RPM.
This is somewhat low and represents a real power loss in this
engine's current operating range. This can be improved by paying
close attention to details in the Short Block Specs menu.
The Intake Valve Mach # 'MACH #' is .347
at your 'Desired HP Peak RPM' of 6200 RPM.
This is low and indicates perhaps too much intake cam duration.
The Maximum Average Piston Speed 'Piston Spd' is 4500 ft/min
at the Performance Calculations Maximum RPM of 7200 RPM.
This is Very high (if you want to run this entire speed range),
requiring light, high strength reciprocating components.
A race engine should limit PSN SP to a range of 5000-6500 ft/min. (Race
engines on the 'leading edge' of technology are running up to 7500
ft/min.) To run over 3500 ft/min requires 'better than production'
parts. To run at 5000 ft/min or higher, you will need 'state of the
art' reciprocating components (connecting rods & bolts, pistons, etc.)
like those present in Drag Racing's Pro Stock class or Formula 1.
These components must be both extremely light and strong.
Maintaining low PSN SP and PSN GS are critical for 'keeping the engine
together'. OVER-REVVING PARTS BEYOND THEIR INTENDED LIMIT IS UNSAFE
FOR THE ENGINE, YOURSELF AND BYSTANDERS.
The Intake Runner Velocity 'Int AvgVel' is 349 ft/sec
at your 'Desired HP Peak RPM' 6200 RPM.
This is somewhat high and indicates you will need a larger Intake
Runner Diameter or larger Intake Port Diameter for less
restriction and stronger intake tuning.
For these engine specs, an 'Int AvgVel' of about 260 should work well.
If the 'Int AvgVel' is approximately 30-80 Ft/Sec higher than this,
you will likely improve torque below this RPM, but lose some HP.
The Inertia tuning of this intake is tuned to 6151 RPM,
which is close to your 'Desired HP Peak RPM' of 6200 RPM.
Since this RPM is about where the HP peak should occur, peak HP
should be good. If you specify longer and/or smaller diameter intake
runners, you will likely gain Peak Torque and lose some Peak HP.
The % Exhaust to Intake Flow Capacity 'Total Exh/Int %' is 62.4 %.
This is somewhat low, and indicates you could improve performance
by improving exhaust valve flow and exhaust cam profile. The most
common 'rule of thumb' is to design for around 75% EXH/INT flow
capability.
Estimated Idle Vacuum 'Est Idle Vac, ''Hg' is 12.9 ''mercury.
This is Very high and would provide for a relatively smooth
idle. However, for a race engine, it may be indicating the cam
does not have sufficient overlap which may limit full throttle
torque and HP.
IMPORTANT: The Optimize feature at the top of the Main Screen is
an excellent way to find combinations which work well together.
Click on 'Help' in the Optimize screen for tips on this feature.
End of Analysis Report
Intermediate
Joined: Jan 2024
Posts: 48
Likes: 23
I've found EA to be a bit optimistc but generally accurate. I had dynosheet from a porsche 928 v8 and I input all the relevant data, intake size, length, head flow, cam lobe data, exhaust data and the dyno curve matched dead on wth real-life but was optimistc by about 100HP. Porsche 928 4 valve v8 has a diffrent looking curve than a typcal SBC / LS so I thought it was a good test.
I had a 406 wth a very conservitive cam that made 18 in/hg at 800 RPM idle and made good power to 7200 RPM and wanted to keep going. It has all the lightweight recip items and was running CNC AFR heads and a ported and matched Stealth Ram. In order to get to make power up top I was havng issues with two things... Ignition problems and valve control. The valve issue was eventually solved with Johnson Short Travel race lfters and the ignition was solved a waste spark DIS setup.
Few key points EA wont tell you. Spark scatter. Valve control is a bit of a dark art if you dont have a spintron. I tried no less than 5 name brand ever increasing duraton cams and three sets of lifters to get it to make power at upper RPM's. I used EA to get the engine to perform as I wanted and EA kept sayng the engine should make power to 7000 and it just wasn't untl the valve control and ignition was solved.
The engne was refeshed and is now in a C4 now with a Superram which will limit power production after 5800 RPM.
I had a 406 wth a very conservitive cam that made 18 in/hg at 800 RPM idle and made good power to 7200 RPM and wanted to keep going. It has all the lightweight recip items and was running CNC AFR heads and a ported and matched Stealth Ram. In order to get to make power up top I was havng issues with two things... Ignition problems and valve control. The valve issue was eventually solved with Johnson Short Travel race lfters and the ignition was solved a waste spark DIS setup.
Few key points EA wont tell you. Spark scatter. Valve control is a bit of a dark art if you dont have a spintron. I tried no less than 5 name brand ever increasing duraton cams and three sets of lifters to get it to make power at upper RPM's. I used EA to get the engine to perform as I wanted and EA kept sayng the engine should make power to 7000 and it just wasn't untl the valve control and ignition was solved.
The engne was refeshed and is now in a C4 now with a Superram which will limit power production after 5800 RPM.
Last edited by icsamerica; May 3, 2024 at 09:28 PM.
Thread Starter
Drifting
Joined: Jun 2020
Posts: 1,666
Likes: 714
From: Stay dangerous my friends
Agree completely... EA is a fun program to play around with lots of possibilities, different cam specs and advance / retard, different manifolds, different heads, different valve lifts. Yeah the valve train is critical. I'm at I think 0.040" from coil bind, which should be good for stability, those springs get pretty jiggly if there's too much room to dance. I won't know until it's on a dyno and power falls off at X RPM due to valve bounce induced by instability. If that happens at a lower RPM, I may try different valve springs, lifters, pushrods, can usually tell with an inspection... or just set the rev limit below instability, don't know yet. Do have Jesel sportsman shaft mount rockers, so at least that part is minimizing risk, most stud mount rockers can't take so much RPM / spring pressure.
I saw ignition degradation around 6200rpm before... was a Superram also BTW, but it was strong just a little past 6,000rpm with smooth 42mm ID runners and some other improvements with the SR. I would use it again if I didn't have the current heads, but it has incompatible head port size mismatch... and I can afford to give up some torque with the miniram anyway. For a standard 350ci bore / stroke I would have used a smaller set of heads, and the Superram.
I am comfortable with the ignition system. Whereas the former MSD Dual Sync distributor loses crank resolution about 6200, and also with camshaft torsional vibration, timing chain induced instability, etc. This time I'm using the MSD flying magnet 6" diameter crank position sensor mounted to the dry sump crank spindle, with Jesel Belt Drive, dual sync mostly remains for cam position sensor duties and to fill a hole. Same individual LS2 coil near plug as before, with the Holley HP as before.
We'll see.
I think Pipemax is very accurate about the HP figures, it does show a quite a bit less HP compared to an optimized configuration on EA, because it provides several numbers based on the level of optimization instead of suspect data... used to run that for quite a few people, and it never let me down over decades now. Larry Meaux in Louisiana developed it for headers, but he needed to analyze engine performance variables in great detail in order to provide. Met him on Speedtalk about 20 years ago. It's also perfect for header specs of course. Not sure about the EA as I don't trust the efficiency variables too much: head flow efficiency set to 60% for example, I really don't know what it is, there are guidelines for 40% flow efficiency on the bottom end for typical production heads, and 70% nearly the best possible for race heads. Also at this power level, exhaust system optimizations seem to make a huge difference, not sure where I'm at, but I indicated 2000CFM based on their calculator but that's based on HP level for which the exhaust system was designed? So if the exhaust is designed for 700HP we're at 5600CFM it shows, this type of data can really make 50-100hp difference here, best to just estimate and leave it alone, the optimizations calculated show pretty good comparison power curves anyway. Not getting too caught up on the HP numbers, but it's well above a worrisome level, no room for rookie mistakes or weak clutch, transmission, half shafts, etc.
I saw ignition degradation around 6200rpm before... was a Superram also BTW, but it was strong just a little past 6,000rpm with smooth 42mm ID runners and some other improvements with the SR. I would use it again if I didn't have the current heads, but it has incompatible head port size mismatch... and I can afford to give up some torque with the miniram anyway. For a standard 350ci bore / stroke I would have used a smaller set of heads, and the Superram.
I am comfortable with the ignition system. Whereas the former MSD Dual Sync distributor loses crank resolution about 6200, and also with camshaft torsional vibration, timing chain induced instability, etc. This time I'm using the MSD flying magnet 6" diameter crank position sensor mounted to the dry sump crank spindle, with Jesel Belt Drive, dual sync mostly remains for cam position sensor duties and to fill a hole. Same individual LS2 coil near plug as before, with the Holley HP as before.
We'll see.
I think Pipemax is very accurate about the HP figures, it does show a quite a bit less HP compared to an optimized configuration on EA, because it provides several numbers based on the level of optimization instead of suspect data... used to run that for quite a few people, and it never let me down over decades now. Larry Meaux in Louisiana developed it for headers, but he needed to analyze engine performance variables in great detail in order to provide. Met him on Speedtalk about 20 years ago. It's also perfect for header specs of course. Not sure about the EA as I don't trust the efficiency variables too much: head flow efficiency set to 60% for example, I really don't know what it is, there are guidelines for 40% flow efficiency on the bottom end for typical production heads, and 70% nearly the best possible for race heads. Also at this power level, exhaust system optimizations seem to make a huge difference, not sure where I'm at, but I indicated 2000CFM based on their calculator but that's based on HP level for which the exhaust system was designed? So if the exhaust is designed for 700HP we're at 5600CFM it shows, this type of data can really make 50-100hp difference here, best to just estimate and leave it alone, the optimizations calculated show pretty good comparison power curves anyway. Not getting too caught up on the HP numbers, but it's well above a worrisome level, no room for rookie mistakes or weak clutch, transmission, half shafts, etc.
Safety Car
Joined: Apr 2005
Posts: 3,624
Likes: 431
From: Dale City VA
Pipe Max is very accurate and dead on a few times over the years when I updated something on my 440 SBC and redyno'd.
You are 100% in your thinking about EA over valuing the efficiency of certain things in the way it factors for its HP/TQ calculations. I gave up on using it over 20yrs ago for modeling on serious combos....
Will
You are 100% in your thinking about EA over valuing the efficiency of certain things in the way it factors for its HP/TQ calculations. I gave up on using it over 20yrs ago for modeling on serious combos....
Will
Thread Starter
Drifting
Joined: Jun 2020
Posts: 1,666
Likes: 714
From: Stay dangerous my friends
Yes thank you, so I guess this episode of C4 Tech/Performance is brought to you by Pipemax 
since I figured out how to post the Pipemax Data so it's readable (on a PC anyway)... EA being off by 100HP is dead on in this case. Did this about a year ago on Pipemax, I was thorough and measured for most of the data, but it may not be 100% apples:apples
For example, had to slightly adjust the CR because I carefully cc'd and measured everything since then. That's corrected here but I didn't spend too much time reviewing all of the input details.
Did review enough to see that there can be some confusing parts if anyone actually reads it. Reference below to "Engine Masters" is for the type of data (meaning 3,500-7,500RPM) considerations.
Where EA is perhaps better, this is where Pipemax shows peak HP and torque for a specific RPM target defined by me rather than the data, in this case I used 6,500RPM for the expected peak HP. EA on the other hand, does have a target input but it defines the peak HP/TQ. Ended up being close, but another apples:oranges aspect.
Sorry to bore everyone, very possible that almost no-one enjoys this type of analyses like I do.
Here's the datasheet for required airflow, cam specs, hp and torque:
Induction systems tuned lengths page:
Exhaust system:
since I figured out how to post the Pipemax Data so it's readable (on a PC anyway)... EA being off by 100HP is dead on in this case. Did this about a year ago on Pipemax, I was thorough and measured for most of the data, but it may not be 100% apples:apples For example, had to slightly adjust the CR because I carefully cc'd and measured everything since then. That's corrected here but I didn't spend too much time reviewing all of the input details.
Did review enough to see that there can be some confusing parts if anyone actually reads it. Reference below to "Engine Masters" is for the type of data (meaning 3,500-7,500RPM) considerations.
Where EA is perhaps better, this is where Pipemax shows peak HP and torque for a specific RPM target defined by me rather than the data, in this case I used 6,500RPM for the expected peak HP. EA on the other hand, does have a target input but it defines the peak HP/TQ. Ended up being close, but another apples:oranges aspect.
Sorry to bore everyone, very possible that almost no-one enjoys this type of analyses like I do.
Here's the datasheet for required airflow, cam specs, hp and torque:
Code:
Bore=4.12500 Stroke=3.75000 400.92121872 Cubic Inches @ 6500 RPM Intake System= 100.00000 VE%
Complete Intake System Flow @28in.= 251.3491 -to- 269.1592 CFM @ 0.600000 Lift (0.00000 VE% Loss)
Cylinder Head Intake Port Flow @28in.= 310.0000 -to- 331.9659 CFM @ 0.600000 Lift (100.00000 VE%)
Cylinder Head Exhaust Port Flow @28in.= 220.0000 -to- 191.0162 CFM @ 0.592000 Lift (no Flow Pipe)
Dyno HP Weather Correction Equation = 8• SAE J607 (June1974) • STP • SuperFlow-FTQ • (Default)
Air Correction=1.00000000 Station Barometer=29.92000000 Air DegF=60.00 Vapor Pressure=0.000
HP Correction Factor= 1.000000000 Fuel Type= Ethanol • E30 • 30% Ethanol • 70% Gasoline
Fuel BTU=16930.3 Air/Fuel Ratio=12.800000 BSFC=0.441189 Mixture Distribution= 90.0 Quality= 90.0
Dry Sump • Regular Oil • 12.5 inHg • 42.3 kPa Vacuum • Harmonic Damper Efficiency= 95.0 %
Engine Application = Engine Masters • 3500 to 7500 RPM Range
-----------------------------------------------------------------------------------------------------
Camshaft = Hydraulic Roller Lifter
400 RPM/Sec Dyno Test Level=5 Level=6 Level=7 Level=8 Piston FPM
Peak HorsePower @ 6500 RPM 588.6 596.1 603.6 611.3 4062.50
Peak Torque Lbs-Ft @ 5000 RPM 516.2 522.7 529.3 540.5 3125.00
HorsePower per CID 1.468 1.487 1.506 1.525 Peak HP Fuel
Torque per Cubic Inch 1.287 1.304 1.320 1.348 consumed in
Peak Torque BMEP in psi 194.1 196.6 199.1 203.3 Lbs./ Hour
Throttle Plate CFM @ 1.5 inHg. 754 839 881 924 269.7
--------------------------------- Recommended Camshaft Specs at 0.050” inch Lobe Lift ---------------
Cam Lobe Separation Angle (LSA) 103.763 103.763 103.763 104.126
Intake Minimum Valve Lift 0.58853 0.61280 0.63806 0.66437
Exhaust Minimum Valve Lift 0.58453 0.60863 0.63373 0.65986
Intake Minimum Duration 234.169 235.820 237.482 239.156
Exhaust Minimum Duration 234.169 235.820 237.482 239.156
Overlap Minimum Duration 26.643 28.294 29.956 31.630
Intake Maximum Valve Lift 0.61280 0.63806 0.66437 0.69177
Exhaust Maximum Valve Lift 0.60863 0.63373 0.65986 0.68707
Intake Maximum Duration 235.820 237.482 239.156 240.948
Exhaust Maximum Duration 235.820 237.482 239.156 240.948
Overlap Maximum Duration 28.294 29.956 31.630 32.695
-----------------------------------------------------------------------------------------------------
* above Specs adjusted for ValveTrain Deflection= 0.0000 Intake Lash= 0.0000 Exhaust Lash= 0.0000
* User's current Camshaft Specs : OverLap Duration = 17.50000
Lobe Separation Angle (LSA)= 112.00000 Camshaft Advanced = 4.00000 degrees
Intake Lobe CenterLine = 108.00000 Exhaust Lobe CenterLine = 116.00000
Intake Duration = 240.00000 @ 0.05000” Exhaust Duration = 243.00000 @ 0.05000”
Intake Open = 12.00000 BTDC Exhaust Open = 57.50000 BBDC
Intake Close= 48.00000 ABDC Exhaust Close= 5.50000 ATDC
Intake Rocker Ratio = 1.60000:1 Exhaust Rocker Ratio = 1.60000:1
Intake Lobe Lift = 0.375000 Exhaust Lobe Lift = 0.370000
Intake Valve Lift = 0.600000 Exhaust Valve Lift = 0.592000
-----------------------------------------------------------------------------------------------------
Intake Pumping Choke Valve Lift= 0.675798 Exhaust Pumping Choke Valve Lift= 0.659851
Intake Time Area TQ Valve Lift = 0.743894 Exhaust Time Area TQ Valve Lift = 0.723976
Intake Time Area HP Valve Lift = 0.846357 Exhaust Time Area HP Valve Lift = 0.805606
Intake System Flow Valve Lift = 0.732821 Exhaust System Flow Valve Lift = 0.783817
Intake Port Flow Valve Lift = 0.839647 Exhaust Port Flow Valve Lift = 0.774642
Intake Curtain Flow Valve Lift = 0.866850 Exhaust Curtain Flow Valve Lift = 0.824696
Intake Z-Factor Valve Lift = 0.738110 Exhaust Z-Factor Valve Lift = 0.690896
0.250 L/D Ratio Int Valve Lift = 0.520000 0.250 L/D Ratio Exh Valve Lift = 0.400000
Note : the Valve Curtain Area will equal the Valve Area @ 0.250 Valve Lift/Diameter Ratio
Intake Mach Z-Factor = 54.6693 % SOS Exhaust Mach Z-Factor = 72.0306 % SOS
Mach Z-Factor definition = PerCent % of the Speed of Sound ( SOS ) at the Valve's Curtain Area
Mach Z-Factor Valve Lift = Level=10 Cam calculated Speed of Sound velocity thru Valve Curtain Areas
Pumping Choke Valve Lift = Level=10 Cam calculated Intake and Exhaust Valve Diameters and RPM Range
Time Area Valve Lifts = Level=10 Cam calculated User's Camshaft Durations, Curtain Areas, RPM Range
System Flow Valve Lift = Level=10 Cam calculated Intake and Exhaust System Flow and Valve Diameters
Port Flow Valve Lift = Level=10 Cam calculated Intake and Exhaust Port's Flow and Valve Diameters
Curtain Flow Valve Lifts = Level=10 Cam calculated Flow thru Intake and Exhaust Valve Curtain Areas
DCR Cylinder Volume CC = 721.302598 Dynamic Compression Ratio = 9.958751:1
DCR Effective Stroke = 3.2937 inches Valve Lash Compression Ratio = 8.368243:1
Static Compression Ratio = 11.200000:1 Ve% + Lash Compression Ratio = 8.368243:1
Cranking Psi @ 150 RPM = 173.4 Psi -to- 196.9 Psi @ 260 RPM (depending on Ring seal + Piston Rock)
Code:
Bore=4.12500 Stroke=3.75000 400.92121872 Cubic Inches @ 6500 RPM Intake System= 100.00000 VE%
Complete Intake System Flow @28in.= 251.3491 -to- 269.1592 CFM @ 0.600000 Lift (0.00000 VE% Loss)
Cylinder Head Intake Port Flow @28 inch = 310.0000 -to- 331.9659 CFM at 0.74338 Lift (100.00000 Ve%)
---- Induction System Tuned Lengths ---- ( * Open-End Tube = both Odd and Even Numbered Harmonics )
Harmonic Total Intake Manifold Air / Fuel Ratio = 12.80000:1 BSFC = 0.4412 LbsHour/HP
Wave Induction Port Runner ( Induction System operating RPM Range from 4500 to 7000 RPM )
Number Length Length Length ------ Description --------------------------------------------
1st 40.6946 = 5.6280 + 35.0666 typically Induction Length too long to fit or use effectively
2nd 20.3473 = 5.6280 + 14.7193 creates the highest Peak Torque, but may lose higher RPM HP
3rd 13.5649 = 5.6280 + 7.9369 ProStock, Comp Eliminator, etc. best Peak TQ and Peak HP Combo
4th 10.1736 = 5.6280 + 4.5456 Single-Plane Manifold, slightly less Torque than 3rd Harmonic
5th 8.1389 = 5.6280 + 2.5109 Peak Torque is substantially reduced, even though Tuned Length
Note: 1st and 2nd Harmonic Lengths sometimes create the highest Peak Torque, but may lose higher RPM HP
the 3rd Harmonic Length typically creates the best overall combination of Peak Torque and Peak HP
the 4th Harmonic's shorter Tuned Length allows for greater underneath Hood clearance
Note: all the above Induction System Tuned Lengths are based-off 0.500 inch Radius Entry Curve
if your Radius Entry is less, the Power Curve will be shifted slightly to a lower RPM Range
if your Radius Entry is greater, the Power Curve will be shifted slightly to a higher RPM Range
* Radius Entry Curve = Bellmouth Radius, Carb Entry Radius, Velocity Stack Radius, Plenum Entry Radius
_______________________________________________________________________________________________________
----- Intake Manifold Plenum Runner Entry Area ( * with 0.500 inch Radius Entry Curve ) -----
Minimum Recommended Entry Area = 3.307 to 3.720 Sq.Inch ( minimum for 1 Carb Single-Plane Manifolds )
Average Recommended Entry Area = 3.802 Sq.Inch ( good for Single-Plane or Tunnel Ram Manifolds )
Maximum Recommended Entry Area = 3.952 to 4.676 Sq.Inch ( maximum for 1 Carb Single-Plane Manifolds )
Minimum Plenum Volume CC = 996.5 or CID = 60.8 ( typically for 1 Carb Single-Plane Manifold )
Single-Plane Manifold with 1 Carb Recommended Plenum Entry Area = 3.952 to 4.676 Sq.Inch
Maximum Plenum Volume CC = 6569.9 ( typically for Tunnel Ram Intake Manifold with Carbs, MFI, EFI )
Maximum Plenum Volume CID= 400.9 ( typically for Tunnel Ram Intake Manifold with Carbs, MFI, EFI )
Tunnel Ram Intakes with direct-line-of-sight Carb Bores Recommended Entry Area = 3.307 to 3.884 Sq.Inch
Tunnel Ram Intakes with poor-line-of-sight Carb Bores Recommended Entry Area = 3.952 to 4.676 Sq.Inch
_______________________________________________________________________________________________________
Induction System Tuned Length ( with Injector Stack Bellmouth or Radius Entry ) • ( No Plenum Area )
* definition : from Head's Valve Seat Lap-Line -to- top of Injector Stack Bellmouth or Radius Entry
Induction System Tuned Length ( with IR = Independent Runner and Carb ) • ( No Plenum Area )
* definition : from Head's Valve Seat Lap-Line -to- top of Carb Entry Area or Velocity Stack Radius
Induction System Tuned Length ( with Intake Manifold that has a Plenum Area )
* definition : from Head's Valve Seat Lap-Line -to- Intake Runner Entry Area inside Manifold Plenum
Code:
Calculated Exhaust Port Flow @28in.= 178.3768 -to- 191.0162 CFM @ 0.725836 Lift (no Flow Pipe)
User's Exhaust Port Flow input @28in.= 220.0000 CFM @ 0.592000 Valve Lift (no Flow Pipe)
Engine Application = Engine Masters • 3500 to 7500 RPM Range
--- Primary Tube Specs : Race Header • Single Tube diameter size ---
Peak TQ Diameter Range = 1.799 -to- 1.924 Best Length = 27.653 -to- 30.153 inches
Best Mid-Range Diameter = 1.924 Best Length = 27.653 -to- 30.153 inches
Peak HP Diameter Range = 1.924 -to- 2.049 Best Length = 27.653 -to- 30.153 inches
--- Primary Tube Harmonics --- ( One-End-Closed Tube = Odd Numbered Harmonics )
1st Harmonic = 92.949 to 95.449 inches long ... typically never used ( too long to fit any Vehicle )
3rd Harmonic = 27.653 to 30.153 inches long ... highly recommended , best Torque and HP Curve
5th Harmonic = 14.594 to 17.094 inches long ... shortest recommended ( Shorty or very Hi-RPM Header )
7th Harmonic = 8.997 to 11.497 inches long ... shortest recommended ( Shorty, Hugger, or Log Style )
9th Harmonic = 5.888 to 8.388 inches long ... shortest recommended ( Log Style or Cast-Manifold )
11th Harmonic = 3.909 to 6.409 inches long ... shortest recommended ( Log Style or Cast-Manifold )
------------------------------------------------------------------------------------------------------
--- Collector Specs : Straight Tube Collector • or Straight with a more Merge shape ---
Peak TQ Diameter Range = 2.671 -to- 2.796 Best Length= 19.256 -or- 38.512 inches
Best Mid-Range Diameter = 2.796 Best Length= 19.256 -or- 38.512 inches
Peak HP Diameter Range = 2.796 -to- 2.921 Best Length= 19.256 -or- 9.628 inches
H-Pipe Location= 19.256 or 9.628 inches X-Pipe Location= 77.024 or 38.512 inches
( both H-Pipe and X-Pipe locations are measured from Primary Tube ends inside the Collector )
Dual-Exhaust System Diameter = 2.671 to 2.921 inches Dual-Exhaust's each Muffler CFM = 672
Single-Exhaust System Diameter = 4.802 to 4.927 inches Single-Exhaust's one Muffler CFM = 1345
--- Collector's Harmonics --- ( Both-Ends-Open Tube = Odd and Even Numbered Harmonics )
1st Harmonic = 154.048 inches long ... longest recommended with Mufflers and TailPipes
2nd Harmonic = 77.024 inches long ... longest recommended with Mufflers and TailPipes
3rd Harmonic = 38.512 inches long ... greater Low RPM Torque -to- Peak Torque RPM
4th Harmonic = 19.256 inches long ... highly recommended , best Torque and HP Curve combination
5th Harmonic = 9.628 inches long ... reduced Peak Torque , higher RPM HP gains possible
6th Harmonic = 4.814 inches long ... reduced Low RPM Torque , even though Tuned Length
Best TQ + HP Tuned Collector Lengths= 4.814, 9.628, 19.256, 38.512, 77.024, 154.048 inches long
Worst TQ + HP Loss Collector Lengths= 7.221, 14.442, 28.884, 57.768, 115.536, 231.071 inches long
Collector definition: from the Primary Tube's ending inside the Collector -to- Atmospheric exit point
Note : all Tube Outside Diameters are based-off your Header Tube Thickness choice's value
------------------------------------------------------------------------------------------------------
Bore=4.12500 Stroke=3.75000 400.92121872 Cubic Inches @ 6500 RPM Intake System= 100.00000 VE%
Complete Intake System Flow @28in.= 251.3491 -to- 269.1592 CFM @ 0.600000 Lift (0.00000 VE% Loss)
Cylinder Head Intake Port Flow @28in.= 310.0000 -to- 331.9659 CFM @ 0.600000 Lift (100.00000 VE%)
Cylinder Head's Exhaust Port CenterLine Length = 3.3280 inches
Target EGT= 1330.4 degrees F or 721.3 degrees C at end of 4 second 600 RPM/Sec Dyno accel. test
EGT Probe location = 0.750 to 1.000 inch from Header gasket flange at 12:00 O'Clock position
EGT Probe tip depth = 0.500 to 0.750 inch depth into Header Primary Tube
Speed of Sound = 2074.1 Feet per Second at 1.000 inch distance into Header Primary Tube
Header Collector Spear Length = 5.0000 inches Exhaust/Intake Port Flow Ratio = 70.968 %
Exhaust System operating RPM Range from 4500 to 7000 RPM Hertz frequency = 54.2 Hz at 6500 RPM
------------------------------------------------------------------------------------------------------
Camshaft = Hydraulic Roller Lifter
400 RPM/Sec Dyno Test Level=5 Level=6 Level=7 Level=8 Piston FPM
Peak HorsePower @ 6500 RPM 588.6 596.1 603.6 611.3 4062.50
Peak Torque Lbs-Ft @ 5000 RPM 516.2 522.7 529.3 540.5 3125.00
------------------------------------------------------------------------------------------------------
Fuel BTU=16930.3 Air/Fuel Ratio=12.800000 BSFC=0.441189 Mixture Distribution= 90.0 Quality= 90.0
Dyno HP Weather Correction Equation = 8• SAE J607 (June1974) • STP • SuperFlow-FTQ • (Default)
HP Correction Factor= 1.000000000 Fuel Type= Ethanol • E30 • 30% Ethanol • 70% Gasoline
Station Barometer=29.92000000 Air DegF=60.00 Vapor Pressure=0.000 Air Correction=1.00000000
Station Barometer NOAA=29.92885898 Pressure Altitude Feet= 1.2 Z•Elevation Feet= 0.0
Density Altitude Feet=67.2 Relative Humidity % = 0.00 Dew Point DegF = -263.39
Virtual Temperature DegF = 60.00 Water Grains = 0.00 Wet Bulb DegF = 38.73
Last edited by AZSP33D; May 4, 2024 at 01:00 PM.
Burning Brakes
Joined: Dec 2017
Posts: 1,043
Likes: 414
2023 C3 of the Year Finalist - Modified
How does it compare to when the motor is actually assembled?
im genuinely curious. I’ve never dealt with computer dynos.
700hp NA out of a 400ci sbc is very impressive. What CR is that combo? I didn’t see it listed in the data provided.
is this build for an OEM block or a specially manufactured block?
im genuinely curious. I’ve never dealt with computer dynos.
700hp NA out of a 400ci sbc is very impressive. What CR is that combo? I didn’t see it listed in the data provided.
is this build for an OEM block or a specially manufactured block?
Thread Starter
Drifting
Joined: Jun 2020
Posts: 1,666
Likes: 714
From: Stay dangerous my friends
How does it compare to when the motor is actually assembled?
im genuinely curious. I’ve never dealt with computer dynos.
700hp NA out of a 400ci sbc is very impressive. What CR is that combo? I didn’t see it listed in the data provided.
is this build for an OEM block or a specially manufactured block?
im genuinely curious. I’ve never dealt with computer dynos.
700hp NA out of a 400ci sbc is very impressive. What CR is that combo? I didn’t see it listed in the data provided.
is this build for an OEM block or a specially manufactured block?
About your questions, it's probably a ~600FWHP engine, but seems like I can optimize it with the same heads/cams/headers to over 800 and much higher with better heads and cams designed for higher RPM. I don't think any of that higher level is useful (I'm mostly a street tire autocross guy, and this needs great drivability)... and I doubt the engine lasts more than 10 minutes pushed into the area that EA is indicating. The limitation is valvetrain dynamics, the post above by ICSAmerica was very correct about valve train dynamics for pushrod engines especially, so what I've done is moderate, with 8mm valves, high end hydraulic lifters, good springs that are designed to do only about what I'm doing, shaft mount rockers, belt drive, and cam designed specifically for this final combination by Mike Jones http://jonescams.com/. So I can't easily go past ~600HP. Static Compression is 11.2:1 carefully measured, and Dynamic Compression is 9.9 per Pipemax. Yes, aftermarket 4.125" block, forged 3.75 crank and forged pistons/rods... it's also a 5 stage dry sump system
Corvette Stories
The Best of Corvette for Corvette Enthusiasts
Grand Sport & Grand Sport X Launch Alongside All-New 535hp LS6 V8!
Michael S. Palmer
5 Reasons Bad Drivers Crash & 5 Ways to Avoid a Costly Mistake!
Joe Kucinski
7 Bolt-On Upgrades From Extreme Online Store to Level Up Your C6 Corvette
Pouria Savadkouei
How Likely Are These Five 2027 Corvette Rumors to Be True?
Brett Foote
9 Best Corvettes You Can Buy for Half Price (& 1 You Should NEVER Buy!)
Joe Kucinski
8 Very Best Corvettes of Amelia Island 2026
Joe Kucinski
Top 10 WORST Corvette Engineering Failures of All Time!
Joe Kucinski
10 Records the C8 Corvette Generation Has SMASHED (& 1 Glaring Failure)
Joe Kucinski
7 Wildest Corvette Concepts Ever Made
Brett Foote
Thread Starter
Drifting
Joined: Jun 2020
Posts: 1,666
Likes: 714
From: Stay dangerous my friends
Screenshot of Engine Analyzer as close to what I can calculate as accurate input data, comparisons can be made with Pipemax, that go about it differently than above. Perhaps interesting to note the exhaust system back pressure, and excessive exhaust velocity and where dual 3" pipes and 1 7/8 headers start limiting things (above 5,700RPM)... the friction build up past 6,000RPM... optimum spark estimates. That's where the effort to reduce friction and windage pays off, hence the light tension rings, dry sump, etc.