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406 Engine Build...What do you think?

15K views 117 replies 11 participants last post by  lhmurphy 
#1 ·
I have a 509 casting, 2 bolt main block bored to 4.155. I'm using a Scat 9000 Series crank, 6 inch scat rods with ARP cap screws, ARP main studs, Probe forged -14cc reverse dish pistons, with blueprint cylinder heads that have 195cc intake runners and 2.02 int. and 1.60 exhaust valves....The cam is a roller thumper cam that has .513 and .498 lift, 227 and 241 duration at .05...also using comp retro fit roller lifters, trick flow 1.5 roller rockers, and Comp chromoly pushrods, Comp dual valve springs, 670 street avenger with 68 primaries and 74 secondaries, .35 pump shooter...What do you think of my setup??
 
#94 ·
Thanks for being a ******
"You should never argue with an idiot! Observers may not be able to tell the difference!" - Unknown :boxing:

I can not believe that you guys are still subscribing to this thread!! :eek:

Even MORE AMAZING - I can not believe that I am still subscribing to it!! :embarrass

I will have to admit that it was fun for a while. :pain: But not anymore!! :nono:

GOOD LUCK with whatever you decide what to do with whatever you have whenever you decide to do it wherever you decide. :rolleyes:

"HASTA LA VISTA BABY!!" - Arnold :cool:

Tom :thumbup:
 
#97 ·
I ran some #'s with my Engine Analyzer and it shows spark knock at over 20* vac advance. At 3000 RPM, it was showing 1.1 and the program says anything between 1.0 and 2.0 is a "grey" area and the program is not sure if knock will occur.

But.... for some reason that's with the dyno program coming up with 8.3 dynamic. If its at 9.1 as United's site comes up with, you'll be knockin around for sure.

BTW, TQ was at 430ish, and HP was at 368. I was at home doing it and can't remember exactly.
 
#116 ·
Has your engine been finished yet? You know you caused all the problems with your thread. If you had took time to read the papers that came with your kit and provided the info in your post none of the arguments would have happened.
I took the time to search Ebay to find your kit. I should not have had to do this. I found all the info I needed to calculate your static compression and DCR. The first thing I did was get your parts stack height. 1.875+6.000+1.140=9.015. 9.025-9.015=.010 for piston to deck clearance. Using these figures your static compression is 10.373 and the DCR is 7.951 which runs on 91 octane gas. You asked for opinions on your build but did not have the information to make a logical opinion. The one major difference is the compression height of your piston versus most brands of 400 pistons which is 1.425. You have good parts and it sounds like this is going to be a powerful engine. Post how it runs when you get it in your car.
 
#118 · (Edited)
Has your engine been finished yet? You know you caused all the problems with your thread. If you had took time to read the papers that came with your kit and provided the info in your post none of the arguments would have happened.
I took the time to search Ebay to find your kit. I should not have had to do this. I found all the info I needed to calculate your static compression and DCR. The first thing I did was get your parts stack height. 1.875+6.000+1.140=9.015. 9.025-9.015=.010 for piston to deck clearance. Using these figures your static compression is 10.373 and the DCR is 7.951 which runs on 91 octane gas. You asked for opinions on your build but did not have the information to make a logical opinion. The one major difference is the compression height of your piston versus most brands of 400 pistons which is 1.425. You have good parts and it sounds like this is going to be a powerful engine. Post how it runs when you get it in your car.
Got it in Saturday and got my timing set and did some carb tuning and road testing and it runs very strong and I'm happy with it...also the build took longer to do bc I got a crankshaft the was machined wrong
 
#101 ·
I just finished a 406 in Oct and had it dynoed on an engine dyno. Below are the parts used compression specs.

1978 400 509 block .030 over (406 ci)
Eagle crank 3.750
Scat 5.70 Rods
Probe 22.5 dish pistons (9.6 SCR, 8.3 DCR)
Howards HR Cam, .233/.241 at .050, .530/545 lift, 110 degree LSA
Fel-Pro .041 head gaskets
Trick Flow 23 degree heads, 195 cc runners, 64 cc chambers
Weiand Air Strick intake
Holley 770 Street Avenger
GMPP HEI ignition

Engine dynoed at 474 hp at 5700 rpm and 509 Torque at 4400 rpm

Very streetable engine on pump gas and should have no detination
problems. I'm using 91 octane right now but will try the 87 octane
when spring gets here. Only drawback of the build is the tires seem to
wear must faster.
 
#105 ·
Panhandle,I agree with Tech (not that Im a nice guy)
That is a nice engine,,,I thought you were the O.P. and had used a bigger carb and slightly bigger cam....
is it possible to post the dyno graph? I would like to see the SFC and A/F ratios.

set your red line at 6k and help out the good people at good year
 
#111 ·
Here's what I have, hope it's what your looking for.

RPM Fuel/Gal/Hr BSFC

4000 25.13 .419
4100 26.02 .436
4200 26.71 .434
4300 27.31 .433
4400 27.82 .433
4500 28.45 .435
4600 28.94 .436
4700 29.43 .437
4800 29.80 .438
4900 32.49 .474
5000 37.80 .547
5100 43.10 .617
5200 46.20 .656
5300 47.60 .673
5400 48.20 .678
5500 48.50 .678
5600 48.60 .673
5700 48.70 .670
5800 48.70 .669
5900 48.70 .670
6000 48.70 .674

Now that I've copied these down, could you explain them to me?

Thanks
 
#113 ·
at 4400 rpm,you are burnig 43 pounds of fuel(7 gallons per hour) for every 100 horse power your engine makes.

at 6,000 rpm you are burning 67 pounds of fuel per 100 horse power your engine makes. much worse at higher rpm

I see dyno time could net more horse power and better throttle response,and less fuel burn.
sorry I lost the long post,I type slow and my hands hurt
 
#117 ·
Yes, we ran it through 11 pulls. We started with the shop 750 carb and shop ignition. He twicked the engine with his stuff then we switched to mine and we played with different jets and tried different timings. Looked back on some of the earlier pulls and they show more hp and torque but fuel comsumption was higher on the lower end where I would be driving most of the time. There was quite a bit of difference just between the 33 degree setting and the 34 degree setting. At 38 degrees, the chamber temp was too high so he dropped it down to 33 and then up to 34 where he said that it looked like that where I should run it. There was very little difference between the shop Holley 750 and my 770 Street Avenger Holley.
 
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