Michael Galimi
February 8, 2010

On the dyno, the car did as we expected-within a few pulls the 284ci mill produced 630 rwhp and 520 rwtq. Dez cranked the timing to 21 degrees, thanks to the octane enhancement from the Snow kit. With the meth flowing and the boost pressurizing the engine to the tune of 20 psi, the Stang screamed to max power at 6,800 rpm. And to add icing to the cake, these numbers were in SAE correction factor-like the other tests with this vehicle. Dez converted the numbers to STD and the power increased to 648 rwhp. Some shops utilize the STD correction factor rather than SAE. The difference between the two is how the computer converts the data based on a pre-determined weather condition. SAE converts the actual weather and power results to read as if the car was run on the dyno during a day with an air temperature of 77 degrees and a barometer reading of 29.23 InHg (99 KPa). The STD correction works off the weather model of 60 degrees and a barometer of 29.92 (103.3 KPa). STD will always read higher than SAE because it is correcting to a day representing cooler, drier air. Both correction factors use a humidity reading of zero. It's important to note that the automobile manufacturers such as Ford, use the SAE correction factor when testing.

The boost soared to 20 psi, which might not seem like a lot considering our big jump in pulley size. But it is actually a pretty good number considering we opened up the induction side with a larger intake and higher flowing cylinder heads. The induction upgrades provide less restriction, which in turn lowers the boost if the pulleys aren't changed. The reason is because boost is simply a measurement of restriction in the intake manifold (where the pressure is measured in most applications). By providing a freer-flowing setup, the same blower speed would show a lower boost reading despite providing the same amount of airflow. We increased the blower speed and saw three more pounds of boost on top of what the engine probably lost due to the new intake and heads.

"This is still a cast-crank motor. I don't want to push anymore than 630, which is way more than this short-block can handle for regular operation. The motor is seven years old. It ran great and I am really happy where we are at with it," said Dez. Hopefully Smitty is satisfied with a mid-600-rwhp street car combination too. (Editor's note: Yes I am!)

FLOW CHART: INTAKE
LIFT TRICK FLOW (PORTED) TRICK FLOW (UNPORTED) PORTED STOCK
0.100 69 cfm 58 cfm 59 cfm
0.200 130 cfm 125 cfm 110 cfm
0.300 189 cfm 177 cfm 158 cfm
0.400 235 cfm 223 cfm 189 cfm
0.500 259 cfm 250 cfm 209 cfm
0.600 269 cfm 253 cfm 219 cfm
EXHAUST TRICK FLOW (PORTED) TRICK FLOW (UNPORTED) PORTED STOCK
0.100 62 cfm 50 cfm 52 cfm
0.200 118 cfm 103 cfm 100 cfm
0.300 158 cfm 145 cfm 133 cfm
0.400 185 cfm 175 cfm 169 cfm
0.500 189 cfm 180 cfm 190 cfm
0.600 195 cfm 189 cfm 200 cfm

Flow Bench Notes
Bore size: 3.552
28 inches of water
Trick Flow heads feature 1.84/1.45 valves
Stock heads feature 1.78/1.45 valves
All heads tested at Steve LaPointe Racing Engines

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