I just finished, and dyno'd a Cleveland for my 70 Torino GT. I wanted to post something because I've been reading this forum for the last 6 months and I've learned quite a bit, so thanks to everyone who has contibuted to this forum.
BLOCK: production 4-bolt - .030" over, water jackets filled half way, oil restrictors to cam and left lifter bank, external oil line added
CRANK: SCAT forged light weight 3.500" stroke, SBC rod journal, internal balanced
RODS: Probe light weight 6" SBC (like a billet I-beam)
PISTONS: JE flat top
HEADS: factory 4V CC - I: 2.190", E: 1.710", home ported- I- 315cfm at .550", E- 200cfm at .650", Ferrea valves
CAM: Comp Cams custom solid flat tappet; Dur: 254 / 265 at .050", Lift: .622" / .650", LCA: 108, 3/8 pushrods, Comp Cams Aluminum roller rockers
INTAKE: Edelbrock Torker home ported
CARB: Holly 4150HP 1000cfm with annular boosters (I talked to several engine builders/carburetor specialists, and they all reccomended approx. this carb, it's supposed to flow about 880cfm), 1.500" Wilson spacer
CR: approx. 10.6:1
John your combo seems to working very well. I think if you would have made the pull go to 7500 you may still have seen some more HP after the 7000 mark. Who speced out your cam for you, they seemed to hit the #'s perfect for a stock stroke iron headed Cleveland. Any chance of posting your dyno sheets up here also. Looks Good Pete.
The final cam choice was mine, I talked to about every Ford specialist engine builder I could find to get opinions on what would work in my application. So I felt that I had a good handle on what kind of .050" lift numbers I would need. I decided to go with Comp Cams racing lobes and tried pick lobes that would be aggressive enough to make power, but not be overly abusive on the valve springs. I went with a Comp Cams 'Tight Lash Solid' lobe on the intake, and a 'High Torque Solid' on the exhaust. The shop that dyno'd my engine (Victory Engines in Cleveland, OH) has an old school water brake dyno, where they hold the motor at a specific RPM, take a reading off the dyno then compute HP + TRQ. So I didn't get a printed out result from the dyno session. Ray at Victory wanted to run it up to 7300 or 7500, but I chickened out. I'm alittle worried about those big intake valves with an aggressive lobe profile. Thanks for your response. Now if I could only get the chassis done so I can see what can do at the track.
