#15---Resto/Cruiser 416 Stroker 504HP
December 2010

11/28/2014


 

416 cu in Small Block Stroker 504 HP (#17129)
This engine was built for a rest/cruiser car that had high torque, low maintenance, fun-to-drive car that will eventually end up with fuel injection. The basic engine and components are:
340 LA Block (a 360 block would have equal results)
Edelbrock RPM Heads Prepped by Hughes Engines, inc
Kit Block Preparation
Basic 4.00” Stroker kit with 2308 pistons (final CR 10.1:1)
Main Stud Girdle
Hydraulic Roller cam HER2836AL-106
1.6 ratio rockers
Super Victor Intake Manifold, modified for Fuel injection
830 CFM Barry Grant carb with annular discharge, well modified
1 ¾ “ Dyno headers
1” open carb spacer
This engine had 9.5” vacuum @ 950 RPM and sounded good with a powerful, authoritive idle quality. For a street cruiser, the low RPM torque is very important for quick throttle response and fun driving. This engine had 452 lb/ft torque at 3000 RPM and a maximum of 530 @ 4600 RPM. The HP peaked at 504 @ 5500 RPM. Notice how flat both curves are. This makes a very torquey, easy-to-drive street car. 
NOTE: This engine was dyno’d  with the Fuel Injection-prepared Super Victor intake manifold with the reworked 830 Demon carb. If this engine was going to use the carb, we would have used a deep port matched Performer RPM intake. This intake would have increased the torque all of the way up in the curve with no loss of top end HP. The engine could have been built with the Iron Ram iron heads in a hot street ported configuration for a lower cost and no power loss. Likewise, the hydraulic roller cam could have been replaced with a flat tappet camshaft with no power losses for a lower cost.
Carburetor rework note: The carb was installed out of the box and then reworked to provide the improved power, torque and brake specific curves.
 
Click on graph below to enlarge
 

EngSpd
RPM

STPTrq
Clb-ft
STPPwr
CHp
A/F
Ratio
BSFC
lb/hph
3000 452.0 258.2 11.86 0.491
3100 450.6 266.0 11.95 0.476
3200 455.7 277.7 12.12 0.457
3300 462.9 290.8 12.24 0.443
3400 469.5 303.9 12.58 0.427
3500 474.7 316.3 12.74 0.418
3600 482.4 330.7 12.90 0.416
3700 494.7 348.5 13.13 0.407
3800 505.8 366.0 13.28 0.403
3900 518.6 385.1 13.13 0.410
4000 521.3 397.0 12.84 0.420
4100 526.8 411.3 12.63 0.425
4200 523.9 418.9 12.70 0.428
4300 525.0 429.8 12.56 0.436
4400 526.0 440.7 12.04 0.453
4500 524.5 449.4 12.25 0.447
4600 530.2 464.4 12.71 0.431
4700 524.7 469.5 12.66 0.443
4800 523.2 478.1 12.70 0.445
4900 517.7 483.0 12.71 0.451
5000 508.6 484.2 12.40 0.468
5100 506.1 491.5 12.19 0.474
5200 498.1 493.1 12.04 0.488
5300 494.1 498.6 11.79 0.499
5400 487.1 500.9 12.09 0.489
5500 481.6 504.4 12.09 0.490
5600 466.0 496.8 12.53 0.485
5700 459.0 498.1 12.88 0.475
5800 451.0 498.0 11.68 0.526
5900 431.8 485.0 11.34 0.558
6000 416.2 475.5 11.39 0.568
         

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

         

Lumsden Dyno Test #15
Small Block Stroker. 416”C.I. 504HP
    This engine was built for a Resto/Cruiser car that would have high torque, low maintenance and be a fun car to drive. This particular engine will end up with I.R. fuel injection. The basic engine and components are:
340 L.A. Block, an L.A. 360 block will have equal results.
 
Edelbrock L.A. heads with our super prep work on them.  P/N HUG 60779-SCP (The Iron Ram Hot Street Ported heads would be cast iron substitute with no power loss )
Kit block preparation (P/N KITBLOCKSB)
Basic 4” stroker kit (P/N HUG 416LASTROKERLOW with ICN IC745.040 pistons and HUG CR4040NF rings)

SCAT cast crank
and forged rods)Final compression ration 10.1:1 (could have used C.R. to 11:1 with aluminum. More compression is suggested for high altitude applications.)
Main stud girdle (P/N 7384K, for 318/340’s, 7382K for 360’s)
Hydraulic roller cam HER2836ALN 108LSA (228º/236º @ .050”, .544”, .568”, for a flat tappet hydraulic,  go to an HEH3237AL-6 or a solid flat tappet HTL3742AL-6)
1.6:1 Rockers (P/N HUG 15063Super victor intake, modified for F.I. (in a carbureted application a deep port matched RPM intake (P/N HUG 7176DPM) would work as well) 830 BG carb with annular booster, well modified, good carb choice.
Headers 1 ¾” dynoheaders
Carb spacer 1” open (P/N HUG SS4150-1AL)  (1 3/4" stepped to 1 7/8" best choice)
 
     The engine had 9.5” vac @ 950 RPM, and sounded good with a powerful, authoritative idle quality. For a street cruiser, the low RPM torque is very important for quick throttle response and fun driving. This engine had 452 ft/lbs torque @ 3000 and a maximum of 530 ft/lbs @ 4600. The H.P. peaked at 5500 RPM @ 504 H.P. Notice how flat both curves are. This makes a very torquey, easy to drive street car. Spreading the lobe separation will increase the vacuum and mellow out the idle at the expense of some H.P. and torque lose. Note: This engine was dynoed with the FI. prepared super Victor intake manifold with the reworked 830 DEMON carb. If this engine was going to use this carb, we would have used a deep port matched RPM intake. This intake would have increased the torque all the way up in the curve with no loss of top end H.P. The engine could have been built with the Iron Ram heads with the Hot Street porting  configuration for a lower cost and no power loss. Likewise, the hydraulic roller cam could have been replaced with a flat tappet of the same size with no power losses for a lower cost. 
    Carburetor rework note: The carb was installed out of the box and re-worked to provide the improved power, torque and brake specific curves. Look at dyno test #16 to see the difference in power.

        

Home | Phone: 309-745-9558 | Email: information@hughesengines.com