first dynos on bulldog headed pump gas engine

I've got some early first numbers on the first bulldog headed pump gas engine.
10 to1 comp., the came was supposed to be a 234/248 but speced out to a 235/252 .519 intake lift .547 exhaust lift., sp-1 intake , reworked holley 850 double pumper carb., eagle H-beam rods, wiseco dished pistons.

SO far it has gone 562 horsepower at 5200 and 629 torque at 4400. Me thinks she's got a little more in her. Jim Burek

 

Cool Jim!

Was anything done to the cylinder heads, or are they untouched from the factory?

Gotta love that torque!

 

The heads ahve some work done to them, just cleanup porting on this set, nothing crazy. Jim Burek

 

Build up sounds familiar..... p

Keep up the good work Jim.

 

Wow!! Those seem to be big #'s for a somewhat tame combo!

 

Jim,if you don't mind.What cam is that? Also what eagle rods are you using for this motor?Are they Buick specific?

 

Talked to Jim a bit about this after the pull. I can't remember the specs on the cam for sure, but the rods are big block Chevy spec'd. I am doing the same thing in my motor too. Looked at all the options out there, and for the cost of the crank turning + the chevy rods, as opposed to the Buick specific rods alone. Money wise......hands down the Chevy rods were the way to go. You have to work them granted but in my opinion, a better deal. Do some shopping there are deals out there. Just gotta be patient. Shoot if you just wanna cave and buy the BBC Eagle rods for cost, they are in the $400 range. Can't remember for sure, I found a deal on mine :Brow: . 6.535" or 6.635" either, depending on which way you wanna go. H beam, up to 800 hp, good bolts, etc. Hope this helps.

 

What work has to be done exactly to be able to use them?

 

You have to turn the crank to fit the chevy rod journal first. I don't have the numbers here right now but I think its like a 2.200" journal. Also the Buick pin is a 1" and the Chevy is a .990". That means opening up the small end too. Simple procedure and the BBC rods come with the bushings, easy enough there. I didn't realize it when it was first brought up to me, but I have talked to several guys out there that are running BBC spec rods.

 

Crank turning vs. offset grind....Is there much of a cost difference? I'm thinking you might as well take it out to a 494 and offset grind the crank while you're at it, if you're going with a Chevy rod. o No:

 

What's the CID on this engine?

 

You can't go 494 with this combination. The 494 requires a rod with a 2 inch crank pin diameter. Jim Burek

 

That's kind of what I wanted to know...

If you have to grind a crank down to 2.2 for your current Chevy rod, how much more is it going to cost to offset grind it to 2.0? And, are those extra cube worth it? I think there was an earlier thread on this board saying those extra cubes may not be worth the effort, especially with the HP and torque that is showing up with the flow on the new heads. Some of those guys were more concerned with being able to RPM faster. I don't understand why the 494 would fall out of favor on the RPM issue, yet everyone is talking about the new 573 with it's big stroke. Please enlighten me on whats going on with this issue. I thought more CID = more fun.

Are you running a girdle on this engine. I know you'd need one on the 494. Well maybe. Just want to know if that cost is already there in your current engine.

 

Turning the crank down to 2.2 is not a huge deal, you are just turning the crank down .050, my guy out here does'nt chare me any more to do this, but you also need to widen the rod journals on the crank to fit the wider chevy rods, this he does charge some extra for.
Turning it down .250 and offset grinding it would add greatly to the expense of turning the crank.
This engine is a 464 cubic inch. The rods are 6.635 in length.
This works out good in that it allows us to easily obtain zero or close to zero deck without having to deck the block .040 or so.
The rods are not Buick specific, but are modified to work with our Buick configuration, ie 1 inch pin size as opposed to the chevy .990 pin size.
What I am doing here is trying to put together combinations with readily available off the shelf parts that are way better than stock.
SInce I can get the required machining done out here for a very reasonable price, it is very cost effective for me to do this.
If someone is going to charge you $150 to modify the rods, and $350 to $400 to do the crank , it may not be the way to go, but that is not the case here.
The goal of this particular engine was 550 horsepower, that is why we stayed mellow on the cam. Incidently, this is the smallest cammed alum head motor I have done thus far.
No girdle on this one, we had to use a center sump pan for the application. Jim Burek

 

Thanks for the detailed reply Jim.

 

Ok, I have some more results on the Bulldog headed motor.
First off, this thing idles at 850 with right at 12 inches of vacuum.
So far we have made 640 ft/lbs of torque right around 4600 rpm.
We have made 602 horsepower at 5100, 604 at 5600, 600 at 6100 and still making 580 at just over 6300. This motor sounds sweet at 6400, let me tell you. Even through the mufflers it just sings.

This thing idles at like 35 psi, and makes 80 psi as it climbs past 5000 rpm.
At this point, I am totally pleased with this engine. Jim Burek P.A.E. ENTERPRISES

 

This one is going into a wildcat as I recall.........

 

602 and 640 are damn fine numbers there buddy. Glad to see some more results on this one. Just makes me want to get my final parts rounded up. How could you not be pleased ? That small a cam with no compression, just too cool man. For the money, this is tooooooo cool !!!! We'll talk more later. Congrats again.

 

Yes, the install into the 66 wildcat requires a center sump oil pan. The steering linkage would go right through a rear sump pan. But we di make kinda of a neat pan for it. Jim Burek

 

Geeee... 602 and 640??? These heads are making me re-think my next engine. Maybe I wont use Stage II SE's...

Michael