Small Block Ford Power Statistics

[AL427SBF]

Thought it would be nice to see what kind of power the small block guys are getting these days. If you are one of them and don't mind sharing I would be curious to see what the range in HP & Torque is. Filling out the table below will help put it all in context, thanks for your input.

Displacement:
Block Type:
Compression Ratio:
Caburetor Size/EFI:
Peak Crank HP @ RPM:
Peak Torque @ RPM:
Other: Anything else "trick" you have above and beyond a street performance motor.

[MFE III]

Displacement: 427
Block Type:Dart iron
Compression Ratio:10.2
Caburetor Size/EFI: 750
Peak Crank HP @ RPM:550
Peak Torque @ RPM:560
Other: ceramic coated muffler bearings

Matt

[blykins]

How much are you wanting? In terms of "streetable" engines that run on pump gas, have rpm ranges that are somewhat "sane", etc., then 600-625hp isn't that hard to achieve with the normal 427-460 sized engine.

If you want to get into some higher rpms and higher compression engines, then basically open the checkbook and pick a number.

I have several Windsor combinations that will hit over 600hp without missing a beat....all in by 6500 and running on pump gas.

[Dwight]

Displacement:302 / 354
Block Type: 1996 5.0 Ford
Compression Ratio:10.67
Caburetor Size/EFI: EFI 80MM
Peak Crank HP @ RPM: 402 rear wheel hp @ 5600
Peak Torque @ RPM:416 rear wheel tq @ 4500
Other: Anything else "trick" you have above and beyond a street performance motor. Great exhaust system, Keith Craft Brodix heads and KC Comp custom cam.


Dwight

[AL427SBF]

Thanks guys ...
Matt, nice numbers so must be a solid build with a great VE.

blykins, looking for 400+ at the rear wheel in a reliable "no fuss" motor. It's already built and I will dyno when car & motor are delivered. I'm pretty sure I'll get 400+ RWHP, I was just curious on what SBF owners typically were getting.

Dwight, also very nice numbers for a 354 and VE near 1 I'm sure.

[twin turbo]

331 ci
Dart block
9.0 comp
60 lb injectors
563 rwhp @5650 and 13.6 lbs boost. The video in my sig was 2 lbs higher boost.
586 rwtq @4600 (this may be off because they had to ease into the throttle 2nd to wheel spin at lower rpm, my previous turbos were 740 rwtq at 3000 rpm at this lower boost level).
Idles at 650 rpm with wonderful street manners and 20 mpg on the hwy.

[fordracing65]

I love pushrod power

[blykins]

Originally Posted by AL427SBF

Thanks guys ...
Matt, nice numbers so must be a solid build with a great VE.

blykins, looking for 400+ at the rear wheel in a reliable "no fuss" motor. It's already built and I will dyno when car & motor are delivered. I'm pretty sure I'll get 400+ RWHP, I was just curious on what SBF owners typically were getting.

Dwight, also very nice numbers for a 354 and VE near 1 I'm sure.

What's your engine Al? Always exciting to get a new toy....

Most engines will be over 100% VE these days....

[AL427SBF]

Yes, it's an aluminum DART 351W/427 block "naturally aspirated" as they say. Brett's 427 S/B Cobra Motor 2011
Bearing clearances are tight @ <.0025 so I'm hoping for a VE around 100%. I'll probably re-do that air cleaner cover, didn't come out quite as expected, a tad too loud when all is said and done lol.
---

[blykins]

For a street engine, the bearing clearances are spot on. I usually shoot for between .002-.0025". You have to remember that the Dart blocks use Cleveland main sizes (2.750") and the cranks use SBC rod journals (2.100"). Very small compared to the standard 3.000" main sizes and 2.311" journal sizes of a factory 351W.

Volumetric efficiency mainly has to do with how much air can be shoved into the cylinders. With a modern head/cam package, 100% is certainly achievable.

[DAVID GAGNARD]

Originally Posted by AL427SBF

Yes, it's an aluminum DART 351W/427 block "naturally aspirated" as they say. Brett's 427 S/B Cobra Motor 2011
Bearing clearances are tight @ <.0025 so I'm hoping for a VE around 100%. I'll probably re-do that air cleaner cover, didn't come out quite as expected, a tad too loud when all is said and done lol.
---

You may want to change out your crankshaft pulley,you have underdrive pulleys on it now and may have overheating issues.....For a street car, your crank pulley should be at least the same diameter as your water pump pulley,if not slightly larger.........
BTW: looks like a really nice package you have there..........

David

[AL427SBF]

blykins, when talking to the guys at Joe Gibbs on oil recommendations they thought maybe the larger journals could be used depending on the 351W block ordered. My block wasn't cheap by any stretch PN 31345235. DART says in their description "Two main bearing diameters of 2.249 in. or 2.749 in. allow choice of small or large journal crankshaft." I've checked the BOM and can't find anything that gives away what configuration I have - what part/part number would give me that info? - yes, I'm a rookie at this stuff.

Dave, the motor has been run in and no heat issues - actually runs on the cool side at 175F in the engine stand.
---

[blykins]

The 302 based block would be the 2.249" size. The 351W based block (which is what you have) would be the 2.750" size.

Unless it's a flat tappet cam, I wouldn't worry about special oils. I use Shell Rotella in all of my roller cam engines.

[AL427SBF]

I've gotten the Keith Craft dissertation on oils and ADDP vs detergents. Suffice it to say I'm sold on Joe Gibbs, and with the $$ spent on this motor, I don't mind paying a little extra for piece of mind.
---

[eriktreves]

351/392 single turbo
Sportman block
60 lb injectors / Electromotive Fuel Management
543 rwhp @ 5250 (7lbs boost.)
650 rwtq @ 3100 RPM
Great "street car" Drove from Huntsville to LCS 2 years ago in it and avg'd 24 MPG!

[AL427SBF]

You turbo guys crack me up, truly a testament that you can never have enough power lol. You know what your next move is right?
NOS Nitrous Oxide Systems hehe.

[eriktreves]

i have been running this setup for over 2 years and i have to say that i never feel like i need more.... although. ....i would do some meth. injection

[twin turbo]

Originally Posted by AL427SBF

You turbo guys crack me up, truly a testament that you can never have enough power lol. You know what your next move is right?
NOS Nitrous Oxide Systems hehe.

Actually a lot of us turbo guys started with nitrous but got tired of filling bottles. I had cars with nitrous, then cars with superchargers, and now am a diehard turbo guy. If I want more power I just turn the dial up on the electronic boost controller. Then it becomes a question of at what speed do you hook up. Cheers.

[AL427SBF]

Makes sense, down the road I may look into a "small" supercharger setup. Not a dedicated fulltime unit but something I can turn-on if I want a kick in the pants. Don't know they even make such a thing and it would have to be SMALL so as to fit under the hood and pull from the stock scoop. I think Mel Gibson had that setup in his Police Persuit mustang? in Mad Max. Always liked the idea of hitting a switch to spool that baby up. Probably not the best bang for the buck either, added weight and a parasitic drain until you're spun up.

[Roush #1]

I believe dyno numbers are a solid component to tuning your engine to get the maximum horsepower, but comparing your dyno numbers with others is seldom a good method for comparing horsepower unless done on the same machine.

With honest calibration and operation, dyno numbers can be very close, but we often find shops selling horsepower on "loose" dynos....or even worse, selling horsepower they have not even tested on a dyno.

Several years ago, I ran the same engine on two different dynos in two different shops on the same day and ended up with a 10% horsepower difference. Which one was correct or were they both wrong?

I often sort horsepower numbers out with elapsed times, but these can be misleading as well, mainly due to tires, limited traction and gearing of the Cobra.

But for sure, these 600+ flywheel horsepower rockets turning quarter mile times in the mid eleven to twelve second range make me wonder

Not trying to run anybody down, just sayin' ..........