Hmmm that cam might be the key. I built a .030 over 289 when I was in high school. Chevy valves in home ported heads. 11.5 :1 compression accel distributor. With a custom solid lifter cam it rev'd to 8,000+ ....blew the flywheel off of it. My guess is 333 hp 300 ft lbs of torque.
I realized that when I made the video I did forget to include the compression ratio and cam specs. The compression ratio is 9.8:1. I don't give out full cam specs, but the .050" duration is 229/237 and the lift is almost hitting .600". LSA was what was needed to keep overlap in the range for this application. Intake lobe was a fairly aggressive hydraulic roller lobe. Exhaust lobe was equal in lobe aggression, but a different family of lobes altogether. Completely custom camshaft. With these older engines and older cylinder head technology, there is a fine balance between keeping enough overlap to make horsepower and keeping it largely streetable.
Mr Shelby chose that motor for a reason one of the most badass compact engine designs ever.... Horsepower to weight ratio... And of course the most horsepower hour...... You piss off Mr Shelby and he'll just reach for that 4:27 .... He does not lose
Впускной коллектор отдельно течет выше чем ГБЦ, но если продувать головки блока цилиндров вместе с впускным коллектором, то он уронит расход головок блока цилиндров на 15-20cfm. Удачи с замером.
Hey Brent, I’m gonna say 363 hp and maybe 290 foot pounds of torque somewhere around there I really enjoy your channel man learn a lot keep it up buddy Kyle Burney …Mountain Grove Missouri
There's enough head flow for 400 hp. I'm real sceptical of that. Anything above 320 would be surprising to me. It does have better oil management so depending on high it revs will have something to do with the outcome. I had a 64 Fairlane with an original hipo 289. That engine came with a single point vacuum advance distributor, the same cast iron 4 barrel intake as any 289 and a Autolite 4100 carb. It did have the hipo heads and exhaust manifolds. The cam was extremely mild compared to Brett's cam. So we have increased head and intake flow, way better cam, better oil management and probably a more honest comp. ratio. Plus, he will be using headers on the dyno. The effect of the rod length and the better ring pack is known but to how much it will add with the other parameters is a little unknown. However, because this is hanging from my childhood dreams, I will enjoy watching. Good, bad, or what ever, for those of us with a history of these engines, it will be fun. :)
I’m guessing mid 320’s horsepower and similar torque up to 6000 rpm. I believe with the parts you listed but increasing rpm to 6,800 - 7,000 rpm I’ll go 350 horse.
Not knowing how much it cost to build it plus your expertise which I do not doubt I would say 400 horsepower because if I was having you build that for me that's what I would require no less even though it looks stock and it looks original good luck man
Totally depends on cam timing, which was not shared. Wild guess... 310 hp if it's designed to peak at 5000 rpm. More (330-340 ish)if it's designed to peak at 5500.
My understanding of the small block Ford is that the bigger the cam the more horsepower. I'll bet you're pretty close. A full out stock valved but ported head with aftermarket intake and wild cam that pulls 8-10k rpm might make 400.
@@keithwiebe1787 A 289 with a custom solid flat tappet, ported factory cast iron 289 heads and a Victor Jr with 11:1 compression will make 450 hp here....at just 7000 rpm.
At least 110 hp 😁. I'm gonna guess 381 hp at 6,200 and 345 ft lbs at 5,600 rpm. My thought is with that compression ratio you want a relatively wide'ish LSA to maximize the cylinder pressure. Good luck!
LSA has nothing to do with the compression ratio. It has everything to do with the ICL, which is completely independent of the LSA. You can have a 120 LSA with a 100 ICL if you want, or a 104 LSA with a 110 ICL. Saw your other comment, the amount of overlap doesn't have anything to do with the cylinder pressure either. All completely independent variables.
13 to 1 compression? A lot of the guys these days are using 15 to 1 compression with a total distributor advance at the crank of only 26° on the old school engines.
