My 533 SCJ by Charlie Evans Racing

I'm going to replace the trusty Mafia headed 466 in the Falcon with a new 533 SCJ built by Uncle Charlie. Many saw this engine on display at the winter tech seminar. Well we put it on the dyno last Saturday. I was only expecting about 850 hp, due to the small front sump oil pan. We were very pleased with a peak of 888 hp and 716 ft/lbs, and a broad curve. With a better oil pan 900 hp would be a reality. We did not test the new headers Alan built, because they didn't fit the dyno.

Some info on the build:

Block: DOVE-A, SVO 4-bolt mains, filled to wp holes
Crank: 4.3 Scat finished by Adney Brown
Rods: Eagle 6.8 with ARP 2000 bolts
Pistons: JE Flat-tops
Oil pan: Stef's 7-quart front sump
Cam: Lem spec Comp solid roller
Rockers: Ford Motorsport 1.73
Heads: Alum. SCJ by Charlie Evans
Valves: I-2.25 E-1.76
Intake: TFS Mafia by Charlie Evans
Carb: Quick Fuel by Phillip Oakley


Thanks to Charlie Evans, Lem Evans, Phillip Oakley, Mike Phillips, Todd Lawyer, ans Alan Flora.


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Very nice numbers! Congrats!

Nice build and great numbers.

Care to share the flow #'s on the heads??

Thanks, guys. I don't have the flow numbers on the heads, but I know that Charlie said he did a lot of porting. I'm sure he will chime in.

Ken

Videos!

awesome build ken

Saw it in person.... It a nice piece.

dfree383 wrote:Saw it in person.... It a nice piece.

I wanted to take it home with me

Since the car was already running 10.0's with the 466, the 533 demands that I upgrade the rollbar to a cage. Cage was finished this week, and certified to 8.50 today. Now I just have to figure out how to get the car to hook with those little 9" tires!

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what trans in there?

very impressive numbers and great build! I'm sure it will be an interesting first few test runs.

nitrous.f wrote:what trans in there?

That trans is a Jerico DR-4. It's going to it's new owner this week. Putting in a clutchless G-Force GF-5R for this season. The clutchless 5-speed will allow me to use less clutch, which should help keep the tires from spinning as bad on the gear change. Plus, the 5-speed is about a tenth faster!

Ken

There are a couple of corrections guys, let me explain. I believe Mike got tired of typing or something, but in the heading of the dyno sheet there are some misprints/typos.

1. The timing is NOT 32*, but 30*
2. The jets are NOT 90 square, but bigger because we used VP113 racing gas.
3. The high speed isn't 35, I don't know what it is, because that's Phillip's department.
4. Ignore the A/F ratio numbers. Phillip and I dynoed Friday and he got the carb squared away then. The header collectors are 4" and then we use a flared adapter piece to go to the 6" flex steel exhaust in the dyno cell. We had the flared adpaters on there when he was tuning the carb. On the last pull Friday it blew one of those off, and that's what Mike was cussing about. So for Sat. we took the other side off and just pulled the 6" flex steel up over the 4" collector. We had a big air gap which as many of you know, fresh air on a wide band O2 sensor gives and erroneous reading.

Hope this helps,
Charlie

Race Ready Fabrications wrote:Nice build and great numbers.

Care to share the flow #'s on the heads??

Brian,

The SCJ heads have been fully ported/flowed and a larger 2.250" intake valve was put in there. Here are the intake flow numbers. This is the average of all 8 ports.
.100=71.5, .200=155.5, .300=257.3, .400=341.6, .500=393.3, .600=388.1, .700=382.6, .750=380.3 cfm.

Exhaust flow numbers are without a test pipe. Pipe numbers would be about 25 cfm more at the higher flow lifts. The exhaust valve is the FRPP A-429 tulip shaped valve, which is 1.760". Average of all 8 ports.
.100=59, .200=114.4, .300=162.1, .400=200, .500=224.9, .600=240, .700=247, .750=250.5 cfm.

Hope this helps,
Charlie

Kens429 wrote:

nitrous.f wrote:what trans in there?

That trans is a Jerico DR-4. It's going to it's new owner this week. Putting in a clutchless G-Force GF-5R for this season. The clutchless 5-speed will allow me to use less clutch, which should help keep the tires from spinning as bad on the gear change. Plus, the 5-speed is about a tenth faster!

Ken

how much was the jerico dr-4 able to handle hp wise? and you understand how to go fast using a stick shift in your car! me to are using a stick behind my bbf, hemi doug nash 5 speed!

nitrous.f wrote:

Kens429 wrote:

nitrous.f wrote:what trans in there?

That trans is a Jerico DR-4. It's going to it's new owner this week. Putting in a clutchless G-Force GF-5R for this season. The clutchless 5-speed will allow me to use less clutch, which should help keep the tires from spinning as bad on the gear change. Plus, the 5-speed is about a tenth faster!

Ken

how much was the jerico dr-4 able to handle hp wise? and you understand how to go fast using a stick shift in your car! me to are using a stick behind my bbf, hemi doug nash 5 speed!

I'm guessing that the 466 was making around 700 hp based on a 134+ mph trap speed at 3800 lbs. The only part I broke was a counter shaft cluster gear(old age). I did bend a shift fork and wore down the dog rings and sliders(which is expected). A soft base pressure was essential. It leaves like an automatic...well sort of.

That poor Jerico. Put this number in your phone because your gonna haft to step it up http://jeffcoperformance.com/About_JEFFco_Performance.php

Nothing like the sound of a big block and a stick!!!!!

I don't know if I missed it but what size carb we're you running????


Tore

Tore,

A 1250 cfm QFX from Phillip Oakley.

Charlie

Thats impressive, Thanks Charlie


Tore

"I was only expecting about 850 hp, due to the small front sump oil pan. We were very pleased with a peak of 888 hp and 716 ft/lbs, and a broad curve. With a better oil pan 900 hp would be a reality."
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A better pan and 10"-12" of vacuum would net a very nice HP gain

Lem Evans wrote:"I was only expecting about 850 hp, due to the small front sump oil pan. We were very pleased with a peak of 888 hp and 716 ft/lbs, and a broad curve. With a better oil pan 900 hp would be a reality."
-----------------------------------------------------------------------------------------------------------------------------

A better pan and 10"-12" of vacuum would net a very nice HP gain

damn fine piece guys

Lem Evans wrote:"I was only expecting about 850 hp, due to the small front sump oil pan. We were very pleased with a peak of 888 hp and 716 ft/lbs, and a broad curve. With a better oil pan 900 hp would be a reality."
-----------------------------------------------------------------------------------------------------------------------------

A better pan and 10"-12" of vacuum would net a very nice HP gain

the vac pump on it didnt work?

Not very well in my book....if you'll look at the dyno sheet the engine had but 3-1/2" at 7,000 rpm.