HP Torque estimate on this 406 SBC - Hot Rod Forum : Hotrodders Bulletin Board
Hotrodders.com -- Hot Rod Forum



Register FAQ Search Today's Posts Unanswered Posts Auto Escrow Insurance Auto Loans
Hot Rod Forum : Hotrodders Bulletin Board > Tech Help> Engine
User Name
Password
lost password?   |   register now

Reply
 
LinkBack Thread Tools
  #1 (permalink)  
Old 08-12-2010, 06:54 PM
Registered User
 
Join Date: May 2010
Location: hazard, ky
Posts: 9
Wiki Edits: 0

Thanks: 0
Thanked 0 Times in 0 Posts
HP Torque estimate on this 406 SBC

I may be getting this engine in a few days. Do you guys have any estimate of HP and Tq.

GM 400 block, -817 casting, 2 bolt mains with ARP bolts
Bored .030 over, sq decked, align honed, bores honed with TQ plate
Deck height is .014
Scat 9000 series cast crank, 3.75 stroke
Scat 5.7 I-beam rods
Speed Pro 615CP30 hyper, coated skirt pistons, 12.5cc dish
Balanced rotating assembly

Dart Iron Eagle 200cc heads, 64cc chambers, straight plugs
Stage I port job with multi-angle competition valve job
New Ferrea 2.02/1.60 valves
Comp Cam 943-16 springs, retainers, super locks, guide plates, stem seals
ARP 7/16 rocker studs, 5/16 pushrods
Scorpion full roller rockers, 1.5 ratio
Mr. Gasket 5801G head gaskets, .038 thick W/4.190 bore
CR is calculated at 10.4...pump gas friendly.

Crane 118131 billet core Solid roller cam
282/290 adv; 242/250 @ .050
.580/.600 lift w/1.5 rockers
LSA 106; installed at 102
Crower severe duty solid roller lifters w/pin oiling option
Cast aluminum timing cover with cam button

Edelbrock RPM Air Gap intake, #75014 Endura-Shine coated
MSD distributor and 6AL ignition box
Holley HP 750 double pumper carb
Carter Hi-volume fuel pump w/braided hose to carb
Edelbrock 75014 - Edelbrock Performer RPM Air-Gap Intake Manifolds
Speed Pro moly rings, Clevite rod and main bearings
Durabond cam bearings, brass freeze plugs
Mellings standard oil pump
Moroso 6 qt kickout pan w/matching pickup
ARP pump shaft

    Advertisement
Reply With Quote Quick reply to this message
Sponsored Links
Advertisement
 
  #2 (permalink)  
Old 08-12-2010, 08:13 PM
OLNOLAN's Avatar
Registered User
 
Last photo:
Join Date: Apr 2009
Location: Louisiana
Posts: 1,036
Wiki Edits: 0

Thanks: 249
Thanked 77 Times in 67 Posts
Air Dyno

My best guess is 500/500 if all the tuning is done right. But you never mentioned the headers. Important at this HP level olnolan
Reply With Quote Quick reply to this message
  #3 (permalink)  
Old 08-13-2010, 08:34 AM
Registered User
 
Join Date: May 2010
Location: hazard, ky
Posts: 9
Wiki Edits: 0

Thanks: 0
Thanked 0 Times in 0 Posts
havent decided on the headers yet, because I dont have the engine in my possession. Im assuming I need something with about 2 inch primaries that dump into some 3 inch exhaust.
Reply With Quote Quick reply to this message
  #4 (permalink)  
Old 08-13-2010, 08:49 AM
my87Z's Avatar
Veteran/Firefighter-EMT-I CRT
 
Join Date: Mar 2009
Location: maryland
Age: 30
Posts: 1,685
Wiki Edits: 0

Thanks: 6
Thanked 11 Times in 11 Posts
all and all it sounds good, one question i would strongly ask before you buy is how old the heads are. DART has had the Iron Eagle line for quite sometime now but about 4yrs ago the revised them and came out with the Iron Eagle Platinum heads these are much better performers than the original Iron Eagle heads, and now DART doesnt even produce the old Iron Eagle heads except for in 180cc all 200cc iron eagle heads are the platinum heads but like i said that didn't take into affect until about 4yrs ago.

the cam sounds good, if you plan on using it as street stip car i might would think about a 800-850CFM (true) double pumper, but if you are just going to drive it on the street the 750 double pumper is just fine. as far as headers go you dont need anymore than 1 3/4" primaries, with a 3" collector, 2.5" exhaust would do fine but i would still probably go with 3" (just cause that's the way i am)

with decent long tube 1 3/4" headers, the Platinum heads (unmodified) and tuned correctly i would est this motor at just 500/500 like the other guy. if the original builder was smart and had some minor porting and cleaning up of the guides and bowls then i would say it could be making 530-550. but if they are the older style iron eagle heads i would est it at 470/480. the platinums makes a big difference.
Reply With Quote Quick reply to this message
  #5 (permalink)  
Old 08-13-2010, 08:56 AM
lg1969's Avatar
Google "Tunnel Ram 406"
 
Last photo:
Join Date: Oct 2007
Location: Bohemia, L.I.N.Y.
Age: 64
Posts: 1,051
Wiki Edits: 0

Thanks: 1
Thanked 21 Times in 18 Posts
My guess is 520hp/ 550ft. lbs.
Reply With Quote Quick reply to this message
  #6 (permalink)  
Old 08-13-2010, 09:25 AM
Member
 
Last photo:
Join Date: Dec 2004
Location: San Antonio, Texas
Age: 50
Posts: 4,021
Wiki Edits: 0

Thanks: 0
Thanked 23 Times in 23 Posts
I would say 500hp/535lbft.

cam is a little off. darts iron eagle heads flow well on the exhaust side so they don't need more duration on the exhaust lobe when using headers.
And why use 106 LSA? 110 would work better. 106 makes the idle rougher and the cylinder pressure go up. 10.4:1 cr is high for a cam with only 282 degrees duration (seat to seat) and the 106 LSA isn't helping. Plus darts flow well on the intake and don't need as much valve overlap to help fill the cylinder. I think you are going to have detonation issues with that setup.

I would a cam with around 290/290 degrees with 110 lsa.
Reply With Quote Quick reply to this message
  #7 (permalink)  
Old 08-14-2010, 01:28 PM
Registered User
 
Join Date: May 2010
Location: hazard, ky
Posts: 9
Wiki Edits: 0

Thanks: 0
Thanked 0 Times in 0 Posts
I did get the engine today and Im pretty sure the heads are the older Darts, but they have been reworked as listed below.
Dart Iron Eagle 200cc heads, 64cc chambers, straight plugs
Stage I port job with multi-angle competition valve job
New Ferrea 2.02/1.60 valves
Comp Cam 943-16 springs, retainers, super locks, guide plates, stem seals
ARP 7/16 rocker studs, 5/16 pushrods
Scorpion full roller rockers, 1.5 ratio
Mr. Gasket 5801G head gaskets, .038 thick W/4.190 bore
CR is calculated at 10.4...pump gas friendly.

The engine was built and assembled by a very reputable machine shop in Hiram GA, but it has not been ran yet. Hopefully no detonation issues.
Reply With Quote Quick reply to this message
  #8 (permalink)  
Old 08-14-2010, 04:22 PM
OLNOLAN's Avatar
Registered User
 
Last photo:
Join Date: Apr 2009
Location: Louisiana
Posts: 1,036
Wiki Edits: 0

Thanks: 249
Thanked 77 Times in 67 Posts
Bad *** 406

Hey Man, Sounds like a badazz 406 combo to me! I'm not gonna critize your combo, sounds like its gonna be a real peaky combo with the tight LSA and the advanced cam timing. Only problem I ever had with engines like this was hard to start and hard to warm up. When it's ready, it's gonna be a stump puller. Likely to 60 ft. good if you can hook the tires, Whats it in? olnolan
Reply With Quote Quick reply to this message
  #9 (permalink)  
Old 08-14-2010, 04:38 PM
Registered User
 
Join Date: May 2010
Location: hazard, ky
Posts: 9
Wiki Edits: 0

Thanks: 0
Thanked 0 Times in 0 Posts
Its not in anything as of yet. I got this in a trade from a guy that sold his car while this motor was in the machine shop. I have a 67 malibu in rough shape that may get tubbed and caged and converted to a strip car, unless I find another roller pretty soon. Im not a engine guru by any means so Im just looking for advice. I may end up selling the engine as well if I dont find the motivation to build a car. Im neck deep in a 67 SS Chevelle restoration at the moment thats taking up all my time.
Reply With Quote Quick reply to this message
  #10 (permalink)  
Old 08-15-2010, 08:16 AM
Member
 
Last photo:
Join Date: Dec 2004
Location: San Antonio, Texas
Age: 50
Posts: 4,021
Wiki Edits: 0

Thanks: 0
Thanked 23 Times in 23 Posts
I calculated a 8.5:1 dcr (dynamic compression ratio) with your combo. 10.4:1 scr (static compression ratio), 282 seat to seat cam, 106 lsa, installed at 102, 5.7 rod, 3.75 stroke.

7.5 to 8.0:1 dcr is best for pump gas and iron heads.

a cam with 110 lsa and 290 degree of duration (seat to seat ) will lower the dcr to round 7.75.

even retarding the cam you have (installed "straight up") will lower the drc to 8.25:1
Reply With Quote Quick reply to this message
  #11 (permalink)  
Old 08-15-2010, 06:16 PM
Registered User
 
Join Date: May 2010
Location: hazard, ky
Posts: 9
Wiki Edits: 0

Thanks: 0
Thanked 0 Times in 0 Posts
If I use this engine it will probably be in a car built for the strip, and only run a few times a year at that. So if I must, then I will feed it race fuel. Im working on a street car right now, so I dont really need another street engine. My primary goal may end up being to sell the motor.
Reply With Quote Quick reply to this message
  #12 (permalink)  
Old 08-15-2010, 06:35 PM
my87Z's Avatar
Veteran/Firefighter-EMT-I CRT
 
Join Date: Mar 2009
Location: maryland
Age: 30
Posts: 1,685
Wiki Edits: 0

Thanks: 6
Thanked 11 Times in 11 Posts
Quote:
Originally Posted by 454C10
I calculated a 8.5:1 dcr (dynamic compression ratio) with your combo. 10.4:1 scr (static compression ratio), 282 seat to seat cam, 106 lsa, installed at 102, 5.7 rod, 3.75 stroke.

7.5 to 8.0:1 dcr is best for pump gas and iron heads.

a cam with 110 lsa and 290 degree of duration (seat to seat ) will lower the dcr to round 7.75.

even retarding the cam you have (installed "straight up") will lower the drc to 8.25:1


i'm not saying that this is wrong at all cause it is pretty much true, but i am running a 385cid engine with 10.3:1 static compression and almost 8.6:1 dynamic compression ratio with iron heads and it can still run on pump gas. it is at the brink and to tell you the truth i always use additive with it as it is just a street/strip car that see's about 1200 miles a year and so far has had about 40 passes on it (it's only been done for a year now). but i have run it on 93-94 octane and i have had no issues. so it can be done.

but also to be honest i put the motor together and took it to be proffesionaly dyno tested and tuned before i ever put it in the car
Reply With Quote Quick reply to this message
  #13 (permalink)  
Old 08-15-2010, 08:03 PM
ericnova72's Avatar
More for Less Racer
 
Join Date: Jan 2007
Location: S.W. Lower Michigan
Age: 47
Posts: 8,908
Wiki Edits: 0

Thanks: 19
Thanked 363 Times in 333 Posts
I've built very similar engines, it will run just fine on pump gas.

I don't even bother with dynamic compression ratio calculators. Every one you use will give different results for the same batch of parts, which leads me to beleive none of them are very correct. I just let my experience guide me, and I've gone clear into the 11-1+ area with no problems on pump fuel. I pay more attention to quench and chamber shape.
Reply With Quote Quick reply to this message
  #14 (permalink)  
Old 08-15-2010, 08:26 PM
cobalt327's Avatar
WFO
 
Last wiki edit: Intake manifold
Last journal entry: 1980 Malibu Wagon
Last photo:
Join Date: Mar 2009
Location: Atlanta
Age: 59
Posts: 5,037
Wiki Edits: 1616

Thanks: 128
Thanked 597 Times in 546 Posts
Quote:
Originally Posted by longrange3000
havent decided on the headers yet, because I dont have the engine in my possession. Im assuming I need something with about 2 inch primaries that dump into some 3 inch exhaust.
Just a quick FYI- you don't need headers any larger than 1-3/4" for this engine. 1-7/8" could possibly make a bit more peak, at the expense of losing power lower down in the power band. If it were me, it would get 1-3/4" primaries. Nothing wrong w/3" exhausts, w/an "H" or "X" connecting the two sides after the collector and before the mufflers. Put the mufflers as far rearward as possible, if you run mufflers.
Reply With Quote Quick reply to this message
  #15 (permalink)  
Old 08-19-2010, 08:50 PM
Registered User
 
Join Date: May 2010
Location: hazard, ky
Posts: 9
Wiki Edits: 0

Thanks: 0
Thanked 0 Times in 0 Posts
Thanks for the info guys. Good stuff
Reply With Quote Quick reply to this message

Recent Engine posts with photos

Quick Reply
Message:
Options

Register Now

In order to be able to post messages on the Hot Rod Forum : Hotrodders Bulletin Board forums, you must first register.
Please enter your desired user name (usually not your first and last name), your email address and other required details in the form below.
User Name:
If you do not want to register, fill this field only and the name will be used as user name for your post.
Password
Please enter a password for your user account. Note that passwords are case-sensitive.
Password:
Confirm Password:
Email Address
Please enter a valid email address for yourself.
Email Address:

Log-in

Human Verification

In order to verify that you are a human and not a spam bot, please enter the answer into the following box below based on the instructions contained in the graphic.




Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)
 
Thread Tools

Posting Rules
You may post new threads
You may post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are On
Pingbacks are On
Refbacks are On


Similar Threads
Thread Thread Starter Forum Replies Last Post
350 SBC How Much HP? Top End Upgrade kgpearce Engine 8 05-28-2008 04:33 PM
HELP!!! I Want 2 No How Many Hp Does My 350 Sbc Have...?????????? jkingof9561 Engine 2 04-29-2008 12:11 PM
Building a SBC to rev to 8k, and have power Andyrew Engine 52 04-17-2006 12:46 PM
350 sbc how much hp 54chevy22 Engine 2 08-17-2005 01:43 AM
Torque & HP for 355 SB Chevy bigjoedo Engine 7 04-17-2002 10:11 AM


All times are GMT -6. The time now is 12:59 AM.


Powered by vBulletin® Version 3.8.7
Copyright ©2000 - 2014, vBulletin Solutions, Inc.
Search Engine Optimization by vBSEO 3.6.0 PL2
Copyright Hotrodders.com 1999 - 2012. All Rights Reserved.