jburnett

Some of you know my '90 has been down about 18 mos. now while I've been building a new engine and making a host of other changes to it (including a t-brake TH400). I've just finished building the new motor and have some initial dyno numbers. But first the specs on the motor:

Block: Dart Little 'M' w/billet splayed caps
Bore: 4.160"
Crankshaft: Callies Pro Magnum (worked over by AccuCrank) 4.00" stroke
Con Rods: Lunati Pro Billet 5.850"
Pistons: CP SB2.2, nitrous piston with thermal barrier coated crowns, moly coated skirts, and oil shedding coating on the bottoms.
Bearings: King's Alecular, moly coated
Camshaft: Custom ground Comp/Crane*, 268/284 @ .050", .780"/.750" lift with 1.75" rockers, on 114 lsa.
Timing Gear: Comp Pro Magnum belt drive
Cylinder heads: GMPP SB2.2 from Joe Gibbs Racing, 2.18"/1.65" Del West titanium valves, flow 407 cfm at .800 lift.
Rocker Arms: T&D titanium shaft rocker setup, 1.75 ratio.
Intake Manifold: GMPP SB2.2 from JGR, converted to EFI by me.
Throttle Body: 95mm Accufab single bore
EFI System: Currently running Accel DFI 6.32 (same one I've run for about 10 years), 55 lb/hr injectors with FP at 60 psi. Tuned using Alpha-N parameters cuz this bitch DOES NOT LIKE A MAP SENSOR!! I will be switching to a Big Stuff 3 system in the near future.
Headers: Custom built 2.125" primaries x 38" long, 4" merge collectors.

*I used to do a lot of R&D work with Crane when I was building engines, the guy I work with at Crane wound up going to Comp and having them grind it because I bitched about it costing too much ($531 vs. $680).

And, of course, the entire engine is cryo-treated...

Final compression ratio was higher than I wanted at 12.79:1 but I still plan on building a pump gas program for it. All dyno testing was performed with VP C12 race gas (except for the N2O pulls which were VP C16). This run was the best and still reflects a motor tuned to 85%, the A/F was fat at 12.6:1 and the EGT's were a little cool in the low 1200 range. Still, I'm very pleased with it so far...

RPM TQ HP N2O
4600 590 517 587/514
4750 631 571 632/572
4900 644 601 644/601
5050 643 618 969/932
5200 655 638 960/951
5350 666 665 976/995
5500 686 696 971/1015
5650 696 737 962/1035
5800 698 768 955/1055
5950 700 791 942/1067
6100 694 813 927/1076
6250 687 826 929/1105
6400 687 837 914/1114
6550 675 857 904/1128
6700 661 861 895/1142
6850 660 862 870/1135
7000 650 880 854/1138
7150 634 885 825/1124
7300 634 882 788/1096
7450 610 865 756/1072

Nitrous runs were with a NX Gemini Twin plate system jetted for 250 hp. Timing N/A was 34 degrees total; N2O was 27 (and FAT). Dyno is DTS, temp was 63 degrees in dyno cell.

I'm tickled to death... 1200 is no problem with a 250 shot and a more aggressive tune. Motor is built to handle MUCH more...
-Jeb
PS- Oops, forgot... Peak numbers for N/A were 889hp at 7100 and 701 tq at 6000.

LPDesRoche

Jeb--Thats going to make one hell of a car when you get it all dialed in. I guess you will find out just how much power the cryoed rear components will take. I would hate to be one of your U-joints...

loiq

That's fantastic! Something to be proud of, for sure!

jburnett

I ain't worried about the u-joints... I'm more concerned with some of the other components in the rear; I've put a helluva lot more power than this through 1350 series u-joints. It will definitely be a test for our cryo-treated IRS setups. But, alas, I will only make a few passes with the IRS in the car. A ladder bar setup with a MW modular 12-bolt is going in it so I can be legal. Plus, I kinda wanna go class racing...
-Jeb

ralph

Hi Jeb......you're a mad scientist..

That's one helluva beast you got there. I gotta give you a call, if not today then next week.

Good luck with that thing.....just dont get locked in the same room with it alone.


P.S. if you try to make a run with it, can i have anything that doesn't break in the rear?

black_89_vette

What times will you be looking for.

That is just crazy!

jburnett

Quarter-Jr. puts me in the 8.30 range at around 165 mph...
-Jeb

Raistlin

that's one hell of a moter, congrats!

Curveit

That's just insane power out of a SBC. I didn't know the SB2 heads flowed that well; big difference in the in/ex duration numbers. We got to have some videos when you get it to the track.

James94LT1

Thats Incredible! What a Beast! Congrats!

chriswtx

Those are the type of numbers I like to see out of a NA SB chevy

HeaderDesign.com

Can you give us the flow vs. valve lift data for your heads?

TIMSPEED

You're sticking this in a C4 Jeb?? You're insane!
Hey, are you ANYWHERE near Harrison, Ark? PM me.

0ski_dwn_it

Jed,

You know the Dyno numbers don't mean anything

Get it to the track and if it puts up some really super good numbers...I might this winters project....God I hate this hobby.

Glad to see its together bud. Get us some videos at the track.

SloRvette

Damn man !!! Those are numbers that a lot of 500+ cubic inch big block motors would be jealous of. Tweak the tune and you'll see 900+ NA hp at a super reasonable rpm. 1200 hp with a reasonable shot. ????? with a ludicrous shot. 7's @170+mph just has a cool sound to it.

What kind of EGT's were you seeing on the spray ?

Awesome job so far

Ramrod92

Damn Jeb, that's What is that, about 435 cubes? Let me know if you're going to be running it over here.

SLOWRIDE

WOW!

comp

PIC"S

chriswtx

Where's the pics???

0ski_dwn_it

Guys. You have to remember Sb2.2 setups are FAR from a typical small block chevy motor. These are the cream of the crop heads that outflow or flow as good as the best of the best big block heads. Hence the reason they make increadible power. They require special pistons, (the heads naturally) and intake. Not to mention custom headers, and about everything else I can think of. For instance...Jesel ultralite rockers for these setups...just south of $4K for the one set I came across To say the least, you out of the minor leagues with a setup like this...But man its worth it as you can see from the results.

It sounded like some of you might be confusing these with conventional 23* heads, which would be a huge misconception.

Can't wait to see the number you put out. Might be calling you about getting me lined up with some of these parts!