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Small-Block Chevy Test Engine - Danger Mouse Part Two

Your Dyno Engine Is Ready For Service

CLICK BELOW TO SEE ALL OF THE STORIES COVERING THE BUILD OF PROJECT DANGER MOUSE

DANGER MOUSE PART 1

DANGER MOUSE PART 3

DANGER MOUSE PART 4

DANGER MOUSE PART 5

DANGER MOUSE PART 7

DANGER MOUSE PART 8

DANGER MOUSE PART 9

DANGER MOUSE PART 10

DANGER MOUSE PART 13

DANGER MOUSE PART 14

DANGER MOUSE PART 15

DANGER MOUSE PART 18

DANGER MOUSE PART 20

DANGER MOUSE PART 22

DANGER MOUSE PART 23

DANGER MOUSE PART 24

DANGER MOUSE PART 25

Baseline, New Manifold, New Rockers
It took a little bit longer than we'd expected, but Danger Mouse (DM) is officially open for business. If you're not familiar with this engine project, here's some background: Last year we introduced the idea of building a test engine and taking suggestions from our readers as to what they would like to see tested. The initial response was good but tapered off quickly as we had to push DM to the back burner and tackle other projects first. This year, we vowed to make DM a reality. Last month, we showed you the short-block buildup, highlighting the strong bottom end components from Lunati and World Products, and this month we'll finish it off with the top-end assembly and the first round of dyno bashing. This has quickly become one of the coolest engine projects we've ever done. Not only will DM now be able to provide SUPER CHEVY readers with their very own dyno engine, but it's already surpassed our initial power expectations on its very first outing!

When we took DM over to the Westech Performance Group for its initial flogging on their SuperFlow 901 dyno, we anticipated a rather dull day. That's because, at the time, DM was only equipped with a donated cast-iron, spread-bore intake manifold from the students in Burbank High School's auto shop class, and a set of stock cast-iron GM heads, commonly referred to as "Camel Humps" (casting No. 461). Powerhouse Engine Components rebuilt the heads for us using replacement stainless steel (1.94/1.50) valves and high-performance single-coil valve springs with a damper. Powerhouse also machined the heads for screw-in rocker arm studs and installed pushrod guideplates but did no porting or polishing. Even with a cam that most would consider too small to really make some power, this engine still cranked out over 300 hp in its most basic form.

After some basic ignition advance adjustments, no other changes were required to make this little mule kick. The Carb Shop Q-Jet worked fantastic right out of the box and only required a metering rod adjustment to lean it out slightly after we installed the Weiand intake manifold and the motor started pulling a little more air. Danger Mouse worked so well, in fact, that even the dyno operators at Westech were impressed with how much power it made in stock form. Three hundred ponies from a stock-headed Mouse with a factory intake is something to admire. It's the result of a good engine blueprint and the selection of the right cam for the application. Soon, we'll try some other cams to see just how big we can go before the stock heads become a limiting factor. Then we'll swap heads and go for the gusto. If you can think of anything you'd like to see tested on Danger Mouse, feel free to write us a letter or email it to the address listed above. Remember, this is your test engine and we want to hear your ideas, otherwise we'll be left to come up with our own and that would hardly be any fun.

Dyno Tests
The first test we ran on Danger Mouse was to establish a baseline that any future tests could be compared to. Test 1 represents what a typical small-block 350 would make if it had just been blueprinted but still had most of its stock components. Test 2 represents what that same small-block would do with a performance dual-plane intake manifold, which, in this case, was a Weiand PN 8004. For Test 3 we removed the stock stamped-steel rocker arms and installed a set of Comp Cams 1.5:1 roller-tip Magnum rockers, which were worth some more power. In the final test we retarded the cam 2 degrees and picked up a little more peak horsepower. Except for the changes listed, nothing else was touched.

  Test 1 Test 2 Test 3 Test 4
RPM TQ HP TQ HP TQ HP TQ HP
2600 389 193 384 190 385 190 379 188
2800 385 205 381 203 382 203 377 201
3000 388 222 384 219 389 222 384 219
3200 395 241 391 238 396 241 395 241
3400 393 255 391 253 399 258 398 257
3600 393 270 394 270 402 276 401 275
3800 389 282 394 285 404 292 405 293
4000 383 292 390 297 404 307 403 307
4200 374 299 384 307 398 318 398 319
4400 363 304 375 314 391 327 395 331
4600 351 307 367 322 384 336 388 340
4800 337 308 354 324 374 342 380 347
5000 322 306 339 323 356 339 366 349
Max 395 308 394 325 404 342 405 349
Avg 376 266 380 270 390 278 390 278

Dyno Testing Note:
Due to the way a carburetor meters and the way a dyno loads an engine for a test, there is a small drop in power at the beginning of each test. This drop in power is not indicative of how the engine would run in the car because it can continue to accelerate from the moment you hit the gas; for a dyno test we hit the gas wide open, then the dyno pulls the engine down to the preset start rpm and begins the test. This causes the carburetor to lose its signal temporarily at lower rpm due to the high load on the engine. Once the engine accelerates past that point, the carb begins to meter fuel correctly and the engine runs normally. So pay little attention to the dip in power around 2,800 rpm and give more attention to the power from 3,000 to 5,000 rpm.

Danger Mouse Profile
Compression: 9.4:1
Heads: stock 461 castings
Cam: Comp Cams 246/263 adv duration, 203/212 duration @ .050, .429/.438 valve lift, 110 lobe separation
Intake: stock iron
Carb: Carb Shop Q-Jet
Ignition: Proform HEI, Champion No.14 plugs
Fuel: 76 Performance, 92 octane
Advance: 37 degrees
Test 1: Stock baseline
Test 2: Changed intake to Weiand PN 8004 Action Plus, leaned out Q-Jet
Test 3: Installed Comp Cams 1.5:1 roller-tip rocker arms
Test 4: Retarded cam 2 degrees

SOURCES
Milodon
2250 Agate Ct.
Simi Valley
CA  93065
805-577-5950
www.milodon.net
Powerhouse Engine Components
931 19th St
Bakersfield
CA   93301
76 RACING FUELS & LUBRICANTS
(800) 345-0076
www.76.com
Specialty Auto Parts(Proform)
28314 Hayes Ave.
P.O. Box 306
Roseville
MI  48066
ProForm
8-10/-774-7775
proformparts.com
COMP Cams
Summit Racing
P.O. Box 909
Akron
OH  44309-0909
800-230-3030
www.summitracing.com
Fluidampr
Springville
NY
7-16/-592-1000
fluidampr.com
Bill Mitchell Hardcore Racing Products
51 Trade Zone Ct
Source for World Products
Ronkonkoma
NY  11779
Westech Performance Group
11098 Venture Dr., Unit C
Mira Loma
CA  91752
9-09/-685-4767
www.westechperformance.com
Specialty Component Engineering (SCE Gaskets)
1122 West Ave. L-12 Unit 111
Lancaster
CA  93534
The Carb Shop
1461 E. Philadelphia
Ontario
CA  91761
909-947-3575
www.customcarbs.com
Holley Performance Products
1801 Russellville Rd.
Bowling Green, KY 42101
KY  42101
270-782-2900
www.holley.com
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