At this site you will find dyno tests for the Ford L. The Paperback of the L Ford Dyno Tests by Richard Holdener at Barnes & Noble. FREE Shipping on $ or more!. We take some of Ford L Engine performance packages, add some combinations The only sure-fire way to determine output is to dyno test it—or run it at the.

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Author Richard Holdener, a regular contributor to several Ford magazines, has dyno tested virtually every modification and component available, from synthetic lubricants, iced intake manifolds and throttle bodies to cams, cylinder heads, and blowers.

Run in anger with a healthy solid-roller cam from Cam Research Corp, the carbureted produced hp at 6, rpm and lb-ft of torque at 5, rpm. Despite adding 30 degrees of intake duration, this cam improved torque throughout the entire test from 3, rpm on up. As a final goal, we decided to bolt on a simple nitrous system and see if we could push this little small-block Ford to make some real power.

Cam Tesgs Corp supplied a hot solid-roller cam that featured 0. To properly illustrate the power gains offered by the modified versions, we first had to dyno test a stock 5. Late-model hydraulic roller 5.

L Ford Dyno Tests

One way to stay within budget on an upgrade like this is to reuse the stock hydraulic roller testz. The exhaust consisted of Hooker Super Comp headers feeding a 2. The rest went very smoothly, and we reused the stock lifters and suffered no ulcers worrying about breaking in the cam. Typical of carbureted applications, the produced slightly more peak power and less torque than the EFI version, with peaks of hp and lb-ft.


5 Litre Ford Dyno Tests

Eventually, this motor would see over 1, hp in turbocharged form. Carb Displacement ci Bore 4. We decided to test both ideas, so we ordered two roller cams from Lunati: The engine was in extremely good condition considering its mileage—the factory crosshatch was still evident on the cylinder walls.

While the modular Ford is a killer powerplant, it lacks the variety of parts and variety of possible combinations of heads, intakes, cams and displacement. The one problem with building and testing a single engine is that it only provides accurate information on one particular combination.

Sources Air Flow Research.

First off, our stock 5. The same can be said of hp combos making hp and hp motors that make nowhere near hp.

Detonation occurred even though we pulled 8 degrees of timing with the nitrous engaged. Feeding the beast was a Holley HP carburetor.

The Dart SHP short-block was equipped with flat-top pistons that combined with Dart Pro 1 heads with 62cc combustion chambers.

Make 503HP With A $350 Junkyard 302

Some might be tempted to think the is some kind of over-bore for the W block, but it is actuality a big-bore based on the 8. This is a function of the somewhat wider lobe-separation angle of degrees. At 4, rpm, the torque peaked at lb-ft, a solid 20—lb-ft improvement, and the Lunati continued to outperform the stock cam all the way through with a peak horsepower increase of 60 hp texts hp at 5, rpm!


This book compares products from different manufacturers and isn’t afraid to choose winners and losers. Thanks to tuning from the Forx management system, the injected combination produced hp at 6, rpm and lb-ft of torque at 4, rpm.

The engine was only rated at hp but at least had 9. Since man does not live by 5. The wrecking-yard motor was equipped with the factory H. The Crane hydraulic-roller cam was carried over on this carbureted application.

Fuel flow came courtesy of a complete Aeromotive fuel system. We will go into more detail on dyon head mods in a later story in Junkyard Builder, so watch for it.

Displacement ci Bore 4. This will properly retain the lifters. Actual dyno test figures are provided as are specific details on test engine specifications used in each run.

Subscribe to a Magazine. We heated the bottle to psi and hit the button at 4, rpm. They are more expensive than standard head gaskets, but they also do the job and are worth the additional money.

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