1986 Chevy C10 SWB Step Side

[aotte1]

Another block picture

[aotte1]

Pistons I am using

[aotte1]

Engine is coming along, installing intake.

[aotte1]

Intake picture front, certain bolts tight in intake, ok in heads.

[aotte1]

Intake side view.

[aotte1]

Close up of valve train

[aotte1]

Another valve train

[walkerb]

Nice work

[aotte1]

Trying again

[aotte1]

This is a pretty basic build. I will list parts I used in an upcoming post once I get engine run-in on dyno and can provide results for build. Plan to do engine run-in next week.

Les

[aotte1]

Generic Cylinder Head Flow

I used a set of new generic alu heads from a local large automotive parts supplier that were recommended by a builder of circle track engines, who has used them a lot. They are a really nice casting, with quality parts, and come complete. For performance applications I use Profiler heads.

Measured the cylinder head flow on one center cylinder to get an idea of what the flow was for later tuning efficiency. Below are the intake and exhaust numbers. These heads flow really nice for a stock set of street heads out of the box, vs a set of good factory iron heads ported, and cost a lot less, plus being alu. Good if using alu intake, less expansion leak issues vs iron/alu.

Intake Flow @28in.
.050 46
.100 76
.200 122
.300 164
.400 200
.450 215
.500 225
.550 234
.600 234

Exhaust Flow @28in.
.050 39
.100 60
.200 105
.300 140
.400 167
.450 180
.500 184
.550 187

NOTE: measured on a SuperFlow SF 600

I was very pleased w/numbers, especially down low where it counts. Off the seat numbers are really good. Will see how they work on the dyno later. I am very lucky to have a friend who lets me used his equipment for a lunch.

[aotte1]

Did the engine break-in this afternoon on the dyno, everything went well. Ran engine-in for about 30 mins in three steps. Pump gas, air cleaner, temp 180 degrees for dyno pulls. It sounded really nice during the pulls. Will post build info and results in a day or two. The torque was really good, a nice flat torque curve.

[jpnh]

cool

[aotte1]

Jeff,
Thanks, here are a few more pics from the dyno room.
Les

[aotte1]

Another pic

[aotte1]

Last dyno picture close up, build info next.

[aotte1]

The engine build information:

Engine block- truck roller with 2 bolt mains;

Cylinder heads- PBM performance products, alu heads with 2.02 intake, 1.6 exhaust valves, 200 CC intake runners ( not sure what min. Cross section area is -better measure of head performance) their generic heads.

Pistons- flat top w/ valve reliefs, hypereatectic coated ( see pics above).

Rings- PBM moly ring set.

Cam- Erson - HR Energy Plus Hyd Roller ERSE119840, duration @ .050 218I/226E, .480 lift w/1.5 rocker, 108 lobe center (lobe center and duration/overlap very important to how engine performs)

Hi-tech stainless roller rockers( these are over kill, just had them)

Push rods a little thicker/stronger then stock, to minimize flexing.

MSD Distributor, 34 degrees total advance, all in at 2000 RPMs.

8 MM spark plug wires.

Edelbrock Performer RPM Air Gap intake manifold.

Stock oil pump.

Stock rods and crankshaft.

Carb- Quick Fuel Hot Rod series with a few mods made by local carb specialist.

A few specifications:

CR is 9.8

Quench (piston to head clearance) .055" ( important allows higher compression wo/detonation)

The above is a general summary. Will post dyno results next.

[aotte1]

Dyno results: Peak Torque- 397 ft-lbs; Peak Horsepower- 394

Now for more details:

Torque first because this is a street motor, torque curve is very flat, peak torque is 397 ft-lbs at 4500 RPMs, and 380 ft-lbs at 3000 RPMs. Pretty much straight line, which should make it fun to drive. Will be a few months before I can report driving results.

Horsepower is really good too for a pretty basic build with nice cylinder heads, peak horsepower is 394 at 5800 RPMs not that I will be their much. It is about 250 HP, at 3000 RPMs.

This engine is pretty basic with a lot of stock parts, the key components to me are the cylinder heads and the cam. The heads have good flow numbers for a very reasonable price. The flow numbers are provided above.

The cam was selected based on two factors: 1). The overlap value and 2). The lobe centerline. They are how I selected the cam. The lobe centerline is 108 degrees which is what I wanted for 350 CIs ( lobe centerline degrees recommended is specific to engine size ). The overlap value ( 52 degrees) is a little high but acceptable, is close to maximum value for a street engine and good mileage. I would have liked a value closer to 45 degrees. Again drivability report back will be in a few months.

Les

[aotte1]

The dyno results should represent close to installed results. Tested at: 180 degrees coolant temp, pump gas, used the air cleaner to be used in truck, and kept the timing lower to prevent any detonation.

It sure sounded nice on the dyno pulling hard!! No SBC 600 HP race motor, but still nice.

[aotte1]

Will try to post dyno sheet later today

Les

[aotte1]

Walkerb,
Thanks for the compliment.
Les

[Low Elco]

Neat deal! I'll be interested to see how it comes out.

[aotte1]

Low ELCO,

I will post a drivability report in the future, probably a few months.

Les

[aotte1]

[ATTACH][/ATTACH]Dyno chart for one of the test runs below.

Les

[aotte1]

Numbers for above chart.