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Trick Flows on the 440.....

Yikes, I know the picture may only be for "show off" purposes, but I hope that #5 plug wire will be rerouted to a safer place.
 
Yes you are correct Beep. On that note the TTI headers have good clearance with the trick flow heads!
 
I thought I'd better post this video here also. Tim's engine on the dyno. 590HP/555LB-FT. This was 3000-6000 rpm. 91 octane from the Stinker Station. The guttural throttle sound at the start is when outboard carburetors kicked in at full throttle/full load. In the car that is going to feel like he shifted. I blew the #5 plug wire in the previous picture. It cleared the dyno headers and I thought it would clear the car headers.......I was wrong.

https://www.youtube.com/watch?v=YI36YJLu7VI&feature=youtu.be
 
No problem Jim, I can probably switch them around to make it work. I may also have to put a straight boot on a couple. Also as Jim stated 91 octane with 10% ethanol. It'd probably make a little more with straight 91.
 
I had always been under the impression that all things equal it made less as ethanol has less BTUs?

This thread may go a little dormant till I get the GTX together and running. But I plan on revisiting this thread with strip results so everyone can see that X amount of horsepower equates to X ET. To me this is the funnest part is squeezing all the HP out of the combo. I know the local track manager so maybe he'll look the other way if I go under the 7.50 no bar requirement. Then once I get the 1/8th figured out I'll take it to the 1/4 for some times. I can't wait!!!!!
 
Cool video. I'm Making a similar six pack cover for the dyno as well.
 
Never bothered to study the BTU thing. Getting the proper A/F ratio was bad enough.

I was forced into running E85 because of a chassis dyno contest rule. It was naturally aspirated street cars (lose rules on that aspect) on 93 pump gas or E85. The 500 wedge was 13+ compression so E85 was the only choice. I put the engine on the dyno before stuffing it into the car.

Using a 1050 King Demon that was not modified for E85 we started drilling out jets and installing smaller air bleeds. Figuring we needed to get an 8:1 A/F ratio, the first pull was 12:1 A/F and the exhaust gas temperatures were 800-900 degrees.

I turned to my son and said, "What a piece of crap we have here!" The dyno operator looked at us and said, "You just made 680 HP and the engine is a piece of crap? What were you expecting?"

"800 HP" I said.

"You'll never tune another 120 HP out the engine" was his response.

For hours we messed with the dime store distributor we had at that time and we drilled the jets bigger, went smaller on the air bleeds. When we got to 11:1 A/F, EGT's were 1000 degrees. 760 HP. The dyno operators eyes are getting bigger.

More drilling, smaller air bleeds. Now we're at 10:1 A/F, EGT's are 1,100 degrees, intake manifold has ice forming on the outside of it. We're out of dyno time but the horsepower meter says 845 HP.

I guess he was right. We didn't get another 120 HP, more like 165!
 
IQ52 said:
...More drilling, smaller air bleeds. Now we're at 10:1 A/F, EGT's are 1,100 degrees, intake manifold has ice forming on the outside of it. We're out of dyno time but the horsepower meter says 845 HP.

I guess he was right. We didn't get another 120 HP, more like 165!
Click to expand...
You could still have gone richer, and most likely picked up even more horses...:VB toast:
 
IQ you are to be COMMENDED!!! and TIM GOOD LUCK AWSOME JOB ALL AROUND!can't wait for the Track!!
 
Bad Bee thank you very much. Jim & Cody are wonderful to work with! I also can't wait to burn some rubber.
 
So I pulled the carbs a part today to verify what jets were in there. so here is what was there.
Rear as standing at the front of car.
Pass driver side
92 89
center
62 62
front
89 94
I used pin gages to verify jets. The centers were stamped 642 the reason for checking.
According to holley you need to go up 1 jet size for each 2000 ft of altitude so I will be going up 2 jet sizes on everything.
Also on the metering block I have a 5.5 power valve with 49 jets in the PV passage.
Also a 28 jet on the idle circuit
The emulsion bleeds are 28s
Also I was able to tighten the secondary carb jet plate screws about 1/8th of a turn. So if you install them, recheck them at a later date.
More to come........
 
Hey GTX, Are you talking about going up 2 steps in jet size? That's because you are at approx 1000 feet, and Jim is at 5000? So 4000 feet drop in elevation, go up 2 jet sizes. So the center carb would be going from a 62 to a 64. Is that right?
 
Also, those jet sizes would probably be close for a 440 6 pack engine operating at 5400 feet I would think. Correct?
 
Yes Jim was at 5ooo feet & I'm at 1000' so I will be going up 2 sizes from those in post 114.
Cody did some port work on my intake, and with the trick flow heads, and roller cam not sure these jettings would work with a stock 440+6
 
If you don't mind, would you be willing to give us some insight into the rough costs you were looking at with the engine work (minus dyno time) you have done? I'm interested in how much cash I need to siphon out of my other hobbies to rebuilt the 440 in my ride. Thanks
 
I just read the whole thread today,

great job Jim/IQ52

you know that you have my respect, always...
say Hi to Cody too...

congrats on your choices 69 GTX, you certainly picked the correct builder/porter too...
 
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