This is the dyno test of what has become a very popular engine combination in several ways.
A 500 cubic inch stroker for a street (pump gas) and once in awhile we'll run it down the track type of request that we commonly get. This customer wanted gobs of torque for fun on the street and a 6-pak carb set up. The 500 engine will have gobs of low end torque to start with, but, this customer wanted as much torque as possible for his 4,000# car. To get this, we used one of our hydraulic roller camshafts (HER3642BL).
The 6 pak set up was new with all factory sized fuel lines. These small fuel lines concerned us as to whether we would be able to get enough fuel through them to feed this monster. We were estimating 570-580 Horsepower maximum for that reason alone. This is a 493 engine with our H.P. ported Edelbrock heads, our roller rockers (1520S-16) and headers.
Dyno Test #1(6-Pak)
| RPM |
Horsepower |
Torque |
BSFC |
| 3300 |
372.60 |
593.00 |
0.485 |
| 3500 |
395.40 |
593.30 |
0.043 |
| 3700 |
442.50 |
628.10 |
0.356 |
| 3900 |
482.20 |
649.30 |
0.419 |
| 4100 |
516.70 |
661.90 |
0.437 |
| 4300 |
539.20 |
658.60 |
0.431 |
| 4500 |
566.70 |
663.40 |
0.396 |
| 4700 |
582.20 |
650.50 |
0.389 |
| 4800 |
593.00 |
648.90 |
0.403 |
| 4900 |
600.10 |
643.20 |
0.387 |
| 5000 |
604.00 |
634.50 |
0.400 |
| 5100 |
610.50 |
628.70 |
0.408 |
| 5200 |
611.50 |
617.60 |
0.408 |
| 5300 |
619.80 |
614.20 |
0.407 |
| 5400 |
621.50 |
604.50 |
0.415 |
| 5500 |
616.00 |
588.20 |
0.426 |
| 5600 |
615.40 |
577.20 |
0.436 |
| 5700 |
619.80 |
571.10 |
0.443 |
| 5800 |
618.20 |
559.80 |
0.439 |
| |
|
|
|
| Average: |
|
|
|
| 4550 |
540.30 |
625.40 |
0.416 |
| |
|
|
|
| Minimum: |
|
|
|
| 3300 |
372.60 |
559.80 |
0.356 |
| |
|
|
|
| Maximum: |
|
|
|
| 5800 |
621.50 |
663.40 |
0.485 |
As you can see from Dyno Test #1 the engine pulled up to 621 HP and 663 ft/lb torque. It was well above 500ft/lb torque at 3.000 rpm and averaged 526 ft/lbs from 3300 to 5800 rpm. This was a very smooth, super torquey engine. Also note that the BSFC were nearly perfect throughout the majority of the run.
Dyno test #2(4-Bbl Victor)
| RPM |
Horsepower |
Torque |
BSFC |
Volumetric efficiency |
| 3000 |
341.00 |
597.00 |
0.422 |
91.9% |
| 3100 |
344.80 |
584.10 |
0.444 |
89.8% |
| 3300 |
359.40 |
571.90 |
0.441 |
86.7% |
| 3500 |
389.10 |
583.80 |
0.411 |
86.9% |
| 3700 |
419.50 |
595.50 |
0.398 |
89.4% |
| 3900 |
468.30 |
630.60 |
0.386 |
95.9% |
| 4100 |
515.30 |
660.10 |
0.381 |
101.0% |
| 4300 |
549.30 |
670.90 |
0.396 |
103.3% |
| 4500 |
580.60 |
677.60 |
0.398 |
104.7% |
| 4700 |
601.50 |
672.20 |
0.403 |
104.5% |
| 4900 |
618.00 |
662.50 |
0.421 |
104.7% |
| 5000 |
626.10 |
657.60 |
0.410 |
104.8% |
| 5100 |
629.00 |
647.70 |
0.402 |
103.8% |
| 5200 |
635.00 |
641.40 |
0.417 |
103.8% |
| 5300 |
645.60 |
639.80 |
0.429 |
103.9% |
| 5400 |
641.10 |
623.60 |
0.408 |
103.3% |
| 5500 |
641.50 |
612.60 |
0.438 |
102.2% |
| 5600 |
639.50 |
599.80 |
0.443 |
101.8% |
| 5700 |
644.40 |
593.70 |
0.446 |
100.8% |
| 5800 |
639.30 |
578.90 |
0.437 |
99.8% |
| |
|
|
|
|
| Average: |
|
|
|
|
| 4400 |
527.10 |
626.80 |
0.413 |
98.4% |
| |
|
|
|
|
| Minimum: |
|
|
|
|
| 3000 |
341.00 |
571.90 |
0.381 |
86.7% |
| |
|
|
|
|
| Maximum: |
|
|
|
|
| 5800 |
645.60 |
677.60 |
0.451 |
104.8% |
Next we installed a Edelbrock Victor 440 intake #5415 along with our deep port match (I320) and a 950 HP Holley carb. Keep in mind that the 6 pak carb set up flows 1300cfm and we are using a single 950cfm carb and this test tells you three things.
#1. The 6 pak intake manifold is not very efficient.
#2. Regardless of what any one component flows (in this case, 3 2bbl
carbs) it wont do much if the rest of the system (manifold & heads)
wont flow with them. The power you can produce will always be
limited by the most restrictive component in your combination.
#3. This Victor 440 intake really did the job!
As seen in test # 2 with the 950 HP carb and Victor intake the horsepower was less, as you would expect until 4100 rpm but it peaked at 26HP more than the 6 pak at the same rpm, 5300. The torque was lower as well unit 4,000 rpm but it eventually peaked at 17 ft/lbs more at 4500rpm or 200 rpm higher. These BSFC numbers were even better than the 6 pak. Realizing now that the 6 pak carbs will flow enough fuel we would build this engine a little differently and make even more power. Having seen what the single 4 bbl and Victor intake did, we know that with some changes this engine could make much more power. These combos make very good street engines with plenty of tire shredding power down low and should take a 3700# car/driver into the mid-elevens with cruiser gears and minimal stall speed. With some serious chassis parts and these combinations this baby would scare the 10s.if you can hook it up!
We can supply any and all the parts you need to build either one of these engine combinations at home or well do it for you. The owner of the car said it was frightening to drive on the street. The torque was so explosive that you had to be very careful with your right foot. No, this car hasnt been to the strip yet.
(2011) Parts list for this engine: 496 stroker, 4.360 bore, 4.150 stroke, Diamond pistons with 10.6:1 CR. Works well with 92 Octane gasoline. Stroker kits are custom-order. Edelbrock RPM heads w/full CNC porting with 2.19" intake valves (p/n 60929-S3). 3X2 Bbl Edelbrock intake manifold with deep port match (p/n 2475DPM) and Holley 2Bbl carbs. Edelbrock Victor standard port intake with deep port match p/n 2954DPM and Holley 950HP carb. Hydraulic roller camshaft (p/n HER3844BL), 1.6 ratio roller rockers complete with shafts (p/n 15203), custom-length pushrods, MSD billet distributor (p/n 8546) with custom curve, 1" open carb spacer, 2" TTi headers. | 
