347 @3000 - 411lbs.ft, @7500 - 694hp

[CDW6212R]

Check out this you tube video of a dyno session from yesterday. This is Jay Allen's 347 engine that he built to showcase what can be done with typically available parts, aside from a super nice intake he has had. He used a lot of parts he had on hand, plus stuff he commonly sells, the new TFS fast as cast 190 heads, and his custom cam.

I saved a few of the dyno sheets, they made 16 pulls, one to 8500, and one from 3000 to 5500. The others were in the 5500-8000 range, it didn't like much over 8000rpm. There is a thread on the SBFtech site about the engine, 180 pages long so far. I don't know much about the engine, but a few big details mentioned. This kind of build should go a long way to proving that high power does not have to preclude low rpm use or street use.



Below is a link to page 167, where the clearest graph(below also) of the power curve is, post 2497 of the thread Project 347: You Can't Do That.
http://sbftech.com/index.php/topic,19097.2490.html

Check out the pictures on page 168, the headers are 2.0" primaries with 3.5" collectors.
http://sbftech.com/index.php/topic,19097.2505.html

 

[yellowford]

I almost thought your 347 was done : and was making crazy power but that engine.

 

[my pos mounty]

The youtube link does not work
Actually, I can not get any of them to work

 

[Turdle]

But Don, the posted data has nothing to show me as to it's street manners. How does it behave from 1000-3000 rpm's? How efficiently does it run at 2200 rpm's while cruising the highway?

Where does that engine idle? And how am I going to get 2" primaries and 4" collectors in an explorer?

 

[CDW6212R]

Please try the links again, I had copied the whole page from another forum and something didn't translate I guess.

That 347 has a huge cam in it of course, made to race. He(Jay) went for the most he could get given the head designed valve dimensions. The combustion chamber size and pistons limited the lift he could generate, which is why the 8000-8500rpm area is when it resisted. He posted the cam specs in a couple of places. It is huge, say 256/270 or so, near .660 lift.

He was really just trying to prove that anyone can get those heads(he builds and sells them), and put together any kind of 347. You can use most of those same parts and tame it down for a truck, or a street car. He chose to push the upper limits. Those TFS FAC 190's are not race heads, simply their newest head. They are more feasible for TFS to build, and they perform better than comparable heads you may buy for $1600.

How many 347's can make 411 lbs.ft, at 3000rpm? I'll bet none that you have heard about. The large open massive intake(plus exhaust and carb and cam) all helped to make tons of torque, at all rpm's. If you build that with a more street friendly cam to idle at 750, it still could make the torque figures similar to what he got down low. The whole intake and exhaust tract has to be open and high flowing to do that.

Check out the water temps and vacuum.

 

[CDW6212R]

Check out those header gaskets, in a tube.

The lessons to be learned from that engine and the thread about it are this; do not limit an engine with smaller than ideal parts. You can and should use the largest intake you can, same for heads, exhaust, carb, and have a cam designed specifically for the combination. Every corner that is cut, or parts cheaped out on, they all lower the power output, torque too.

 

[ford99_1979]

Hey Don, this is cool stuff. It gets me very excited to think about my motor. Same heads and a custom cam from Jay as well. Obviously different goals in mind, but good to know the skills that Jay has when it comes to making the most of things with the camshaft and parts combo.

 

[CDW6212R]

Jay is one of the best cam designers you can find. What intake are you planning to use, and is it to be a NA engine only?

 

[ford99_1979]

I was planning on using a TFS track heat. I basically said lets stay with TFS products for heads and intake and thats what was recommended.

Yes it is going to be NA engine only.

 

[CDW6212R]

Gotcha. I asked because that should be a big part of the conversation when designing the engine. Jay can do great things with any intake, but each one needs a different cam. So the biggest intakes make the best overall power, but you can't do a small intake cam and later figure to swap a bigger intake on. I think you'll be fine.

I hope that turns out great for you. I put too much importance on the appearance under hood when I first planned mine. That makes my cam great for the GT40, but not for a much larger intake like the nice TFS intakes. Now boost is a little different. Mine is intended for boost, so it's a minor difference when I get to a TFS "R" lower to do that.