PROJECT 632 PART 6:DELIVERANCE (6C)

CARBURETOR/FUEL PLUMBING

Our big-gulp carb is Holley’s Ultra Dominator (P/N 0-80673), an 1,150 cfm race carb that features billet metering blocks, three-circuit metering, mechanical secondaries and oversized sight windows for easy float adjustment. Recommended fuel pressure is 5-7.5 psi. The anodized billet metering blocks feature changeable idle feed restrictors for easier tuning of the idle system with no drilling, in addition to changeable emulsion jets for infinite metering tuning.

In order to handle fuel feed to our mega-displacement carb, I installed a BG P/N 170021 adjustable-length fuel log (adjustable for bowl inlet match-up), a pair of BG fuel inlet extension fittings P/N 140023 (7/8 x 20 x -8 swivel), a Trick Flow -8 TFS-23001 inline billet fuel filter, a BG fuel pressure gauge (P/N 170124) and RacePump’s fuel pressure regulator (P/N 5010).

The BG adjustable fuel log is pretty cool. In order to adjust length, simply slide the two ends apart or closer together by hand. One tube slides inside the mating tube, internally sealed with a series of three special O-rings, so no tools are required to adjust the log tube length. Either end may be used for the fuel inlet (each end features a 3/8-inch NPT female thread), and one end features two 1/8-inch NPT ports to allow mounting a fuel pressure gauge on either side (depending on how you orient the log). Install the two extension fittings to the carb, adjust the log length to align to the fittings and install, tightening evenly (back and forth between the two fittings to prevent binding).

The BG pressure gauge is also very neat. It’s internally dampened without the use of liquid (since a liquid-filled gauge might be affected by engine heat and lead to
inaccurate readings). I plumbed everything using Earl’s -8
stainless braided hose. At the fuel pump outlet, I used a 45-degree -8 hose end. At each side of the filter, I used -8 straight hose ends. At the entry of the fuel pressure regulator, I used a -8 straight hose end attached to a -8 male to 1/2-inch NPT male adapter (the bottom inlet port of the regulator features a 1/2-inch NPT thread).

AIR FILTER

Although not needed for the dyno run itself, I opted for a way-cool K&N X-Stream air cleaner assembly, (P/N 66-3090). This assembly features a 14-inch x 5-inch-high round open-element filter in addition to an open-element top. The kit included all mounting hardware, including a neoprene base gasket for the Dominator, a chrome steel base, a 5/16-inch x 18 male to 1/4-inch x 20 female adapter, a length of 1/4-inch x 20 all-thread, two steel washers, one rubber washer and 1/4-inch x 20 nuts. The only fiddling involves cutting the all-thread to length to accommodate the filter height. Install the 5/16-inch to 14-inch adapter to the carb and install a 1/4-inch x 20 jam nut on the all-thread (against the adapter top). Install a 1/4-inch x 20 nyloc locknut onto the all-thread. Install the base gasket, the steel baseplate and the round filter.

Lay a straightedge across the top of the round filter element, and position the top of the nyloc nut three turns below the bottom of the straightedge. Next, remove the all-thread (keep the nyloc nut in place). Mark the all-thread at a point 1.250 inches above the top of the nyloc nut and cut off the excess all-thread at this mark (you want 1.250 inches of thread exposed above the nyloc nut). Deburr and chamfer the cut all-thread. Reinstall the all-thread stud. Place one steel washer on the all-thread, resting the washer onto the top of the nyloc nut. Install the top filter element, making sure that it’s seated into the steel baseplate. Install the rubber washer onto the exposed stud, followed by a steel washer and a 1/4-inch x 20 nut.

K&N supplies a nyloc nut for the top of the stud, but I opted for a burgundy-anodized Top Seal billet aluminum knurled air cleaner lid knob (1/4-inch x 20 internal thread) that I obtained from Cam Motion. These knobs (available in short and tall versions) look way cool and provide convenient hand operation for air filter servicing. An O-ring is featured on the underside (seated in a milled groove) to prevent slippage and unwanted loosening.

THERMOSTAT HOUSING

I installed a blue anodized aluminum thermostat housing/intake filler assembly from Jeg’s (P/N 53012). This features a 1.5-inch diameter radiator hose connection. The two-piece design allows you to flip the lower housing to orient the hose nipple to either the right or left side of the engine. The lower housing seals to the manifold via our Victor race gasket (aluminum core with silicone seals). The upper neck seals to the main housing with a built-in O-ring seal. An overflow nipple screws into the neck via a 1/8-inch NPT thread. The rear of the main housing features two 1/4-inch NPT and one 3/8-inch NPT female ports, which I sealed off with NPT plugs (these could be used for additional coolant plumbing, gauge or sensor attachment, etc.).

For a pressure cap, I chose Moroso’s 24-pound race cap (P/N SDC-63324).

THE DYNO RUN

For better or worse, the moment of truth was finally upon us. In the later afternoon of September 19, I transported the engine to Gressman Powersports in Fremont, Ohio, (only about 90 miles from my shop). Gressman maintains a SuperFlow engine dynomometer. On the way to Gressman’s shop, I stopped at a race fuel distributor and picked up 10 gallons of VP 114-octane leaded race fuel (at a whopping $13.86 per gallon!).

The next day, Gressman’s crew mounted the engine to the dyno stand and connected the fuel and cooling plumbing, wired the Meziere electric water pump, installed their thermocoupler-equipped exhaust headers, etc. Prep took about one hour.

After adding seven quarts of 30-weight oil to the sump, the distributor was removed and the oil pump drive shaft was rotated with a cordless drill to pump oil through the engine for priming. Initial timing was set at 25 degrees. All timing adjustments were made at the MSD crank trigger sensor by moving the sensor in relation to the trigger wheel.

With everything in place, Gressman hit the starter and much to my relief, she fired and ran (I’m always antsy whenever a fresh motor first comes alive). Gressman allowed her to run for a few minutes at around 1,400-1,500 RPM while monitoring the vitals. We immediately had about 65 pounds of oil pressure (which bumped to 80 psi during pulls), and no leaks occurred anywhere on the motor.
After allowing the engine to warm up, Gressman shut her down and re-checked hot valve lash, setting all valves at 0.028 inches.

The first hard pull, with timing set at 27 degrees, netting 1,098 horsepower at 7,150 RPM. A second pull, with timing at 30 degrees, yanked 1,105 horsepower at 7,150 RPM. The final pull, at 32 degrees timing and, with the camshaft retarded 3 degrees, produced 1,115 horsepower at 7,150 RPM.

Torque wasn’t as high as we had expected, to be honest. The best we pulled (on the first run) was 882.0 lbs./ft. On our best horsepower pull, the highest torque reading was 863.4 lbs./ft. We had expected torque to be in the mid-to-high 900 range. But again, these are still respectable numbers, and with further tweaking, we feel very confident that there’s more to be had.

OUR FINAL DYNO PULL

RPM……….TORQUE……….HP

5,200……….844.4……….836.0
5,300……….846.8……….854.5
5,400……….851.9……….875.9
5,500……….855.8……….896.2
5,600……….860.5……….917.5
5,700……….863.9……….937.6
5,800……….864.2……….954.4
5,900……….863.3……….969.8
6,000……….862.5……….985.4
6,100……….863.7……….1,003.1
6,200……….860.1……….1,015.4
6,300……….858.5……….1,029.8
6,400……….855.5……….1,042.4
6,500……….854.0……….1,056.9
6,600……….850.5……….1,068.8
6,700……….848.0……….1,081.8
6,800……….842.5……….1,090.8
6,900……….835.9……….1,098.1
7,000……….829.5……….1,107.6
7,100……….823.0……….1,115.5
7,200……….811.4……….1,112.3
7,300……….798.1……….1,109.3

In the 5,700-6,200 RPM range, average Fuel A lbs./hr. was 174.5. Fuel B lbs./hr. was 170.9. A/F ratio was 14.79 (max 15.31). Average volumetric efficiency was 113.6 percent.

Gressman felt comfortable that with more timing tweaks, and perhaps switching to dual 1050 carbs, we would likely hit somewhere between 1,150 to 1,200 horsepower. Unfortunately, we had only a limited timeframe to use the dyno, but for an initial out-of-the-box run, 1,115 horsepower isn’t bad at all. I was surprised at how incredibly responsive the engine was. She snapped revs quicker than a hungry dog chowing down a bowl of kibbles. And the horrific shriek she made at high revs was both scary and wonderful. She’s definitely a nasty lil’ rat.

I have no illusions that we’ve created the best of anything. I know full well that many of our readers could pull bigger horsepower and torque with various tweaks to cam profile, ignition timing and fuel delivery. But, what we’ve accomplished in this build series definitely lays the groundwork for this type of build. We hope you’ve enjoyed the project and, above all, we hope that the information we’ve provided is of some benefit. I think that the information (in terms of component selection and prep) provides a very good guideline for a similar build that you may have in mind, or for one that is requested by a customer.

Source Box

ARP Inc.
For more information,
Dial 1-800-652-0406, ext. 17401

ATI Performance Products
For more information,
Dial 1-800-652-0406, ext. 17402

BG Fuel Systems
For more information,
Dial 1-800-652-0406, ext. 17403

Cam Logic (Bolton Conductive Systems)
For more information,
Dial 1-800-652-0406, ext. 17404

Cam Motion Inc.
For more information,
Dial 1-800-652-0406, ext. 17405

Clevite Engine Parts
For more information,
Dial 1-800-652-0406, ext. 17406

Crane Cams Inc.
For more information,
Dial 1-800-652-0406, ext. 17407

Dart Machinery
For more information,
Dial 1-800-652-0406, ext. 17408

Diamond Racing Products
For more information,
Dial 1-800-652-0406, ext. 17409

Fall Automotive Machine
For more information,
Dial 1-800-652-0406, ext. 17410

Gear Head Tools
For more information,
Dial 1-800-652-0406, ext. 17411

Goodson Tools & Supplies
For more information,
Dial 1-800-652-0406, ext. 17412

Gressman Powersports
For more information,
Dial 1-800-652-0406, ext. 17413
Holley Performance Products/Lunati
For more information,
Dial 1-800-652-0406, ext. 17414

Jesel Valvetrain Inc.
For more information,
Dial 1-800-652-0406, ext. 17415

Jones Racing Products
For more information,
Dial 1-800-652-0406, ext. 17416

Manton Racing Products
For more information,
Dial 1-800-652-0406, ext. 17417

Meziere Enterprises Inc.
For more information,
Dial 1-800-652-0406, ext. 17418

Moroso Performance Products
For more information,
Dial 1-800-652-0406, ext. 17419

MSD Ignition
For more information,
Dial 1-800-652-0406, ext. 17420

Pro-Filer Performance Products
For more information,
Dial 1-800-652-0406, ext. 17421

Race Pumps
For more information,
Dial 1-800-652-0406, ext. 17422

Royal Purple LTD.
For more information,
Dial 1-800-652-0406, ext. 17423

Sunnen Products Co.
For more information,
Dial 1-800-652-0406, ext. 17424

Trick Flow Specialties
For more information,
Dial 1-800-652-0406, ext. 17425

Tags: ARP, ASSEMBLY, ATI, BG, CAM LOGIC, CAM MOTION, CLEVITE, CRANE, DART, DIAMOND, DYNO, FALL AUTOMOTIVE MACHINE, FUEL SYSTEM, GEAR HEAD TOOLS, GOODSON, GRESSMAN POWERSPORTS, HOLLEY, HORSEPOWER AND TORQUE, JESEL, JONES RACING, K&N AIR FILTER, MANTON PUSHRODS, MOROSO, MSD, PROFILER, RACE PUMPS, RMC, ROYAL PURPLE, SUNNEN, TRICK FLOW

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