| Known good combos and dyno proven HP numbers |
| These combos have been researched and are rated either by engine dyno, chassis dyno or trap speed in the 1/4 mile vs. vehicle weight. |
| Combo #1. Ideal for a truck or full size car application. 429 or 460 short block. Factory passenger car conn rods.. C/R from 9.0 to 1 to 9.75 to 1 non ported D0VE-C iron heads edelbrock performer intake with holley 750 vac secondary carb Factory dura spark distributor 14 initial and 24 centrifugal for a total of 38 degrees timing. Comp dual energy cam 206 / 218 @ .050" lift. .497" / .502" lift on a 112 LSA. You can substitute the XE256 H in the comps extreme energy line. Just be carefull of C/R Factory exhaust manifolds with duals 2 1/4" and H pipe. 160 degree t-stat Dual snorkel air cleaner. Factory rail rockers converted to be adjustalbe. Test done with a 3 x 14" K&N aircleaner Combo will require 89 to 92 octane pump gas depending on C/R Chassis dyno numbers are 454 pound feet @ 1,500 RPM and 247 RWHP at 4,500 Ported heads are worth 20 HP as are headers. This is a high torque stump pulling combo. A 460 engine can use the next larger cam the XE262h I built this and drove it. It rocks... Combo update: A dyno tested combo like the above made 290 RWHP in an E-250 van with ported D3 small valve heads with hedman elite headers and dual 2.5" exhaust with walker dynomax mufflers. HP peak was at 4,500 RPM. . |
| Combo 2 high performance street with a 4 speed or 2,500 stall convertor. 429 short block with 9.8 to 1 C/R dished pistons. Factory passenger conn rods. RPM aluminum cylinderhead castings non ported. RPM intake and holley 850 DP carb. Hooker 6115 supercomps for ford intermediate 70 to 71. 2 1/2" duals, 3" flow masters and 3" tail pipes. Factory duraspark distributor 14 initial and 24 centrifugal advance for a total advance of 38 degrees again. Timing specs vary by vehicle combo. Block off manifold heat cross over if needed. Comps Comps solid flat tappet custom grind cam, 284s intake lobe and 292s exhaust lobe. Cam specs are 236 / 248 @ .050" lift. .575" lift intake and .602" lift exhaust with 1.73 roller and ground on a 112LSA. comps pro magnum steel bodied rockers. Further testing indicates that 6 degrees of additional exhaust timing is fine. The XE274H is a good hydraulic substitute from the extreme energy line of cams. Combo will need pump premium when using a 160 degree t-stat. all tests done using the 3x14" K&N air cleaner. Torque numbers were 418 at 3,800 RPM and trap speed at 4,200 pounds indicates 414 RWHP at 5,600. This is 500 flywheel Hp or a tad better. Not bad for a budget rebuilder 429 with cast pistons. Ported RPMs are worth 30 HP or so. This combo picked up 15 HP with a 3" X pipe |
| Combo 3 team 385 engine entry for the EMC 2003. 466 short block with KB 137 flat tops with eyebrows for the SCJ heads. Eagle SIR connecting rods, scat 9,000 stock strok crank 3.85" lightened, knife edged and internally balanced. Sealed power rings no gap top ring. Standard volume melling oil pump. Fox chassis oil pan 8 quarts with windage screen and crank scraper. Victor dominator flang intake with a 1,250 dominator carb' Yella terra pedestal mount rocker arms and 5/16" comps .080" wall pushrods. Hooker supercomp cj flange 2 1/8" primarys with a 3 1/2" collector with expansion chambers. SCJB cylinder head casting port and flow here at RHP. 375+ intake and 275 exhaust with pipe. The cam profile that worked best was to tight lsh the intakes to add some intake timing. The SCJ exhaust por t is very good. Timing locked out a 32 degrees and the cam was retarded 1 degree. Cam specs are 261 degrees at .050" lift and .685" lift on a 110 LSA. this is a lazer bill grind and it is very aggressive. A solid roller grind would be worth 30 HP or better. Mufflers were a 3" straight through design made by gator industries. Spring choice with the aggressive nature of this solid flat tappet cam is critical hence the suggestion of a full solid roller set up. Simply for better street longevity. Engine dyno figures were 576 pound feet at 4,900 rpm and 637 hp AT 6,400 TO 6,500 rpm. A steep geared top loader or an auto with 4,500 stall would kick butt here. Clearances were .027 mains, .025" rods, pistons clearance set according to the KB recommendation as were the ring end gaps which are critical with a hyper eutectic piston. Pistons were coated with heat rejection on the crown and dry film lubricant on the skirts. There was also a heat snd oil sheading coating on the underside of the piston. Dry film coating was also used on the pins and pin bores. This combo can be had for about $5,500 to $6,300 and will rock about any vehicle it is used in. |
| This combo is a boat engine. great torque curve and a peak of about 5,400 RPM 466 short block with TRW pop up pistons about 8 CC's dome. Aftermarke I beam rods. C/R is approximately 10.5 to 1 using the old trw L2443NF030 pistons. Well worked D3's with CJ intake entry to the felpro 1231 gasket and full exhaust work up 370 / 190 CFM max flow. Offy turbo thrust tunnel ram port matched with dual 660 Holleys. Boat headers 2" Isky single pattern cam sporting 232 degrees duration @ .050" lif and .565" valve lift. Timing is near 40 degrees total using an accel distributor. A bit more cam would easily exceed 600 HP especiall if it were a dual pattern grind. Main, rod and piston clearances are set up for a boat combo. HP via GPS and impellor stall is computed at 588 HP at 5,400 RPM. Not bad for a lowley set of smogger D3's huh? Paul Kan built this bably by the way. |
| Scott Johnston 05AUG03 Reincarnation High Performance 5135 North 27th Street Tacoma WA. 98407 Dear Scott, I wanted to write and express my thanks in regards to the outstanding workmanship performed on my Ford D3VE cylinder heads. The research, development and knowledge you have applied to my heads converted them into just what I had hoped, and a little bit more. By simply changing the breathing and flow characteristics of my engine via your port-work and other bolt-ons (headers and tunnel ram) and basically keeping the shorblock exactly the same (including the very same cam), my engine horsepower increased dramatically from 420 HP to 580 HP. Had my D3VE heads not been ported by you, this whopping horsepower increase would not have been attained, as the external bolt-ons would not have been taken full advantage of. And to think many performance enthusiasts have mistakenly discounted D3VE heads as smogger heads! What others failed to recognize--except for Ford, of course--was how wise it was to drop the D2VE design (the REAL original smogger head) and revert back to a proven combustion chamber design but simply lower it’s compression ratio. I am very happy with my D3's and know plenty of people who run them in the marine circles I associate. The days of high rpm jets are diminishing and jet boaters are moving to large cube, slower rotating assemblies for power. My next shortblock will be a 533 and the D3 chambers will accommodate the increased stroke perfectly, offering just the right compression ratio. Thanks to you, ported D3VE heads are clearly an outstanding option for 600 horsepower motors that need breathe to just 6500 r.p.m.. Your R&D on the D3’s exhaust port characteristics--and how to improve it--has effectively opened up a whole new supply of cylinder heads to Ford enthusiasts everywhere. My heads are absolute proof of this. Thanks very much for a great service and a most professionally handled business transaction, Paul Kane |
| Paul Kane's letter of recommendation for the port work and combo consults. |
