The next power levels for a stock cid n/a motor?

[LT-5 Music]

I see Pete has hit 474 rwhp, so it appears 600 fwhp for a stock cid n/a motor with passable street manners may be doable?

I'd like to hear opinions on what it might take to accomplish that.

Thanks,

Skip

[-=Jeff=-]

Originally Posted by LT-5 Music

I see Pete has hit 474 rwhp, so it appears 600 fwhp for a stock cid n/a motor with passable street manners may be doable?

I'd like to hear opinions on what it might take to accomplish that.

Thanks,

Skip

it takes a bunch of money

Pete has porting and cams basically plus a few other mods to the motor.. but no power adders on his car

[tpepmeie]

It would take about 20 more hp to truly get 600 brake hp, at STP conditions (as is normal for engine dynos). By my calculations, Pete is pushing 13.3 BMEP @ 6800 peak power speed. That is a specific output on par with the very best Tuner 415's out there (abt 560 SAE rwhp for a 415, for example).

To get much beyond that would take either 1) a further improvement in charging efficiency - breathing, or 2) drastically reduced frictional losses.

#1 would likely require something like an individual throttle tuned-length intake and more aggressive cams. #2 maybe a dry sump, low friction rings, and smaller bearing diameters.

FWIW, the Lotus GT1 race engine, unrestricted, gave about 13.5-13.6 BMEP @ 7000 RPM.

Todd

P.S., well done Pete!

[LT-5 Music]

Originally Posted by tpepmeie

#1 would likely require something like an individual throttle tuned-length intake and more aggressive cams. #2 maybe a dry sump, low friction rings, and smaller bearing diameters.

Todd

Thanks Todd I like your ideas.

I was also thinking along the lines of an intake you described. Those types of course typically give quite a jump in output. But I have no clue on how much more could be gained over the setup Pete has.

[Tyler Townsley]

Originally Posted by tpepmeie

FWIW, the Lotus GT1 race engine, unrestricted, gave about 13.5-13.6 BMEP @ 7000 RPM.

Todd

P.S., well done Pete!

Todd if you were listening real close earlier you should have heard Will screaming through town in his 385 TT car. He picked it up today at Decator and is driving back to TX. 750 RWHP at 12 lbs boost with tires slipping on the dyno. He has some interesting dyno charts they did on the car, one includes a graph that shows the wheels loosing traction vs the HP.

Tyler

[Zr1 Destroyer]

Originally Posted by Tyler Townsley

Todd if you were listening real close earlier you should have heard Will screaming through town in his 385 TT car. He picked it up today at Decator and is driving back to TX. 750 RWHP at 12 lbs boost with tires slipping on the dyno. He has some interesting dyno charts they did on the car, one includes a graph that shows the wheels loosing traction vs the HP.

Tyler

Nice....tell him to throw some pics up when and if he gets a chance.....sounds sweet!!

[Pete]

Originally Posted by tpepmeie

It would take about 20 more hp to truly get 600 brake hp, at STP conditions (as is normal for engine dynos). By my calculations, Pete is pushing 13.3 BMEP @ 6800 peak power speed. That is a specific output on par with the very best Tuner 415's out there (abt 560 SAE rwhp for a 415, for example).

To get much beyond that would take either 1) a further improvement in charging efficiency - breathing, or 2) drastically reduced frictional losses.

#1 would likely require something like an individual throttle tuned-length intake and more aggressive cams. #2 maybe a dry sump, low friction rings, and smaller bearing diameters.

FWIW, the Lotus GT1 race engine, unrestricted, gave about 13.5-13.6 BMEP @ 7000 RPM.

Todd

P.S., well done Pete!

Thanks Todd.

I'm working on the extra 20hp,we'll see what happens over the winter


Skip,if you want max power from a 350ci n/a you'll need lots of port work heads,intake with a good free flowing exhuast.

Pete

[Aurora40]

Originally Posted by Pete

Thanks Todd.

I'm working on the extra 20hp,we'll see what happens over the winter


Skip,if you want max power from a 350ci n/a you'll need lots of port work heads,intake with a good free flowing exhuast.

Pete

From reading and such I had sort of assumed that you have done things that may impact the original level of daily useability? Is that safe to say, or not so much?

I assume you probably have a light flywheel that may drive and sound different/less smoothly than stock, and I assume you probably have a pretty loud exhaust system.

So while the power you are getting is nothing short of amazing, do you have any tricks or tips that are applicable to something that has fewer livability compromises?

I guess really what I am asking is this. Getting a "normal" 350 package from a builder like Marc H or the others, if you stay with a stock flywheel and a moderate exhaust like headers/Corsa, you get ~410whp or so with a car that has manners similar to stock, will probably pass emissions, etc.

Based on what you've learned and done, is this a fairly normal/reasonable limit without making the driving experience more hard-edged? Or are there things that can be done that could bump this up closer to the ~480whp you are getting but without degrading the civility?

[Pete]

Bob,drivability is like a stocker.
The cams don't cam that bad,remember stock cams are .229 .390 lift
mine are .236 .425lift.

Yes,i do have light flywheel DRM steel 19lbs

I guess if i install stock 1994-95 exhuast and stock flywheel i could/would loose 25-30 hp,just a guess.

Besides these 2 factors trans rattle and exhaust sound it drives like a stocker.

Pete

[LT-5 Music]

Pete,

Thanks for taking the time to share your LT5 wealth.

To get to 600fwp streetable (and beyond?) I have some more questions if you don't mind...

What max CR do you think could be run on the street?

Based on the cam/head/intake setup you have now, do you have an estimate on much more hp/tq could be gained from the most radical cams you could run that still have decent street manners?

Do you think there is any power to be gained from further mods to the electronics on your car?

Todd mentioned low friction rings, dry sump and smaller bearing diameters. What do you think about implementing those ideas for the LT5?

Thanks,

Skip