blown97stanger said:
Id still love to see a 350+rwhp dyno sheet of your setup. Just hard to believe. Forged motor, bolt ons, PI manifold, and custom cams or whatever with p/p heads and high compression...
Not my setup but very similar. Difference is they are running less compression and running the Logan intake,
We think there is a market for high horsepower low maintenance naturally aspirated modular combinations. Something that say, a bracket racer or a modular muscle racer would be interested in. We started with the 2V because it is the cheapest and most plentiful modular engine, and the 2V guys seem to be the most willing to purchase heads, cams, and intakes (maybe because they have to). We know that our intake manifold works very well but there aren't any combinations out there that have been tailored to work with it specifically, until now. What we did is develop a head/cam combination that is well suited to the airflow aspects of our intake manifold. We also think that this market will want trouble free horsepower, so that ruled out excessive RPM and super huge cams. We have set this package up to be just as durable as the average head/cam 2V. The camshaft is not excessive, with lift at only .545 and the lobe only slightly more agressive than say, a Comp 278 grind. The heads are also different from the average ported PI heads, basically we profiled the port and chamber to be more effective above 6000 rpm. The engine tested here is stock displacement, to represent the worst case scenario power wise. The engine has alittle over 12:1 compression, and was tested on 100 octane Mobil.
This is a comparison graph of a bone stock 5-speed PI GT to the engine mentioned above. I did this to give a referance point, as I have seen stock dyno pulls of PI GTs that claim 230 whp. On our dyno it made 203 rwhp and 259 lb-ft, so you can see it is conservative. Our engine combination made 376 whp and 339 lb-ft. Notice the large 1800 rpm spread between peak horsepower and peak torque, and the engine is still making 368 whp at 7500 rpm. It is also suprisingly strong in the low to middle RPM ranges, making 280 lb-ft by 3100 rpm. It is impressive that a head/cam/intake/exhaust package made 173 more whp and 80 more lb-ft without adding a single ci. The test car still had a stock crank damper, stock steel flywheel, stock T-45 trans, stock driveshaft, and stock 8.8 rearend with 4.30 gears. From a cost standpoint it really starts to bring into question the idea of building a 4V. Although this setup isn't really cheap, it's also much cheaper than doing a 4V. With the lack of good 4V intakes you wouldn't make much more power than this unless you went with an FR500 or a Sullivan, both of which require big RPM to make power. That means more breakage and more expensive valvetrain parts. Titanium locks and retainers for a 4V aren't cheap at all. Factor in the reduced weight on the nose of the car, lower center of gravity, and recuced repair costs and it starts to really make sense.
Also think about the performance potential. You are probably talking about 11.20's-11.30's in a decent 3000lb mustang, and probably high 10's in a well set up car. It also means that there is potential for well over 400 rwhp with more displacement and more aggressive cams. This is without resorting to expensive and rare SVO parts and without sacrificing durability. Hell, you could pedal it to the local cruise night on 93 octane if you just pull some timing out of it and don't beat on it (trust me, we did it).
