We've Always been impressed...
We've Always been impressed by the power potential of the AFR line, and these 185s were no exception. Credit the precision CNC porting applied by AFR for the impressive combination of port volume and flow.
To properly test the merits of the two induction systems, we needed a stout motor. This came in the form of a 408 stroker (the CFI intake was designed for a 351W). The 408 short-block from Coast High Performance first was augmented with a Lunati Voodoo cam. The hydraulic roller profi le offered 0.600 lift on both the intake and exhaust along with a 241/249 duration split (measured at 0.050). The aggressive ramp-rate Voodoo grind also featured a 110-degree lobe separation angle. We wanted to make sure the 408 had plenty of power potential to tax the limits of the new CFI system.
The CHP short-block was topped with a set of AFR 185 heads. That this motor exceeded 540 hp is a testament to the impressive power potential of the AFR 185s. Credit the CNC porting program for the fl ow rates offered by the AFR 185 heads. You may remember that these heads came out on top of their category in our "Ultimate Guide to Cylinder Heads," and after this test on the 408, we can see why.
After Installing the AFR heads,...
After Installing the AFR heads, we went to work on the valvetrain. Before installing the roller rockers, we applied a dab of Lucas Oil assembly lube to the valve tips. This assembly lube is great for new cams or any general assembly that requires lubrication prior to start-up.
Since the Dynatek induction system required a small-cap distributor, we had MSD send us the appropriate electronic (billet) distributor. Both carbs and computers were run with this MSD distributor fi ring a set of MSD plug wires and Denso iridium plugs. Also present on the test motor were Crane Gold 1.6 ratio roller rockers, Hooker (barrier coated) Super Comp headers, and a CSR electric water pump. Before running in anger, the Milodon oil pan was fi lled with Lucas 5W-30 synthetic oil. Equipped with the Victor Jr. intake and Holley 750 HP carb, the 408 produced 528 hp and 523 lb-ft of torque. These were impressive numbers, and things weren't looking good for the injection system.
Installation of the Dynatek Classic Fuel Injection was as simple as performing an intake swap. Obviously, we had to install four throttle bodies and not just one carburetor, but the nuts and bolts portion of the equation was a no-brainer. The Dynatek injection included the necessary throttle linkage to ensure all four throttle bores opened simultaneously. Only minor changes to the single adjustment rod were necessary to get all the throttle bores marching in unison. The electronics portion was equally easy, as the injector harness was a plug-'n'-play affair. The usual EFI wiring was necessary, meaning connection of the positive and negative wires, MAP, and other associated sensors (all direct plug-ins). The fuel system consisted of a central fuel log (fed by the dyno EFI fuel pump) that distributed fuel to the four fuel fi ttings located on the individual throttle bodies. The vacuum source for the MAP sensor was fed by a common plenum located under the intake. This common vacuum source was fed by all eight bores (below the throttle blades) to ensure an accurate vacuum reading. This is critical on an individual-runner intake, as the surface area of the four 48mm throttles is the equivalent of a 136mm single throttle body.
For Rockers, we chose a set...
For Rockers, we chose a set of Crane Gold rockers that offered a 1.6 ratio. Accurate geometry is critical for maximizing power production.
The Classic Fuel Injection came with a dedicated harness and stand-alone management system that included closed-loop operation with the ability to self-adjust the mixture to a desired air/fuel reading. Since we were only interested in wide-open throttle for this particular test, we tuned the system manually and had things up and running in no time (after your idiot author fi nally fi gured out the correct direction of rotation of a Ford smallblock-the fi ring order was initially confi gured on the distributor in the wrong direction). After some quick tuning to produce the desired air/fuel ratio, we were able to run the motor again from 3,000 rpm to 6,300 rpm with the Dynatek CFI. All we can say is "Wow!"-as the new injection not only held its own against the Victor Jr., but the computer actually outperformed the carb. While the Classic Fuel Injection produced more peak power and torque, it also improved the power throughout the rev range (from 3,000 rpm to 6,300 rpm).
To Illustrate the power offered...
To Illustrate the power offered by the new Dynatek Classic Fuel Injection, we baselined the motor with a typical carbureted system. The motor was topped off with a (ported) single-plane, Edelbrock Victor Jr. intake and Holley 750 HP carburetor. This Holley has never failed to impress us and ran perfectly on this stroker combination right out of the box.
Since Our motor looked good...
Since Our motor looked good with the new Dynatek injection system, we decided to step up to a set of barrier-coated Hooker headers. The coated Super Comp (Fox chassis) headers looked right at home on our modifi ed stroker motor, to say nothing of providing plenty of power-producing scavenging and overall exhaust fl ow.
Since The Dynatek injection...
Since The Dynatek injection required a small-cap distributor, we installed this billet unit from MSD. MSD likewise supplied the necessary plug wires, and we employed the Digital 7 ignition amplifier install on the Westech engine dyno.