Ford 2.3t Mass potential....
11-10-07, 09:18 PM
#26
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Personally, I think you could do way better than a 2.3, when you consider the time involved in such a swap. The obvious choice is a Nissan SR20DET, which is readily available from japanese engine importers as a pull-out from a Silvia with a five speed attached that's going to be way stronger than the POS Borg Warner T5 that bolts to a 2.3. That engine, even being smaller in displacement, is better in almost all respects to the 2.3T and has considerable aftermarket support. Plus, unless you're planning to keep the car forever, I could see more people wanting to buy a 7 with an SR20DET swap than I could see wanting to spend money on a 2.3T.
I'm not overly familiar with the 2.3t motor, it seems to have a good reputation but in general I find Fords lacking in several areas - metallurgy being one. The 5.0 motors have a reputation too, but not quite the one they should have, like splitting in half - literally, right down the crank centerline - when you start making more than 425hp. I wouldn't be surprised if these had similar problems. Again, the T5 doesn't hold up well to even moderate amounts of power - the 2.3T did have a decent amount of output even in the stock SV0 configuration, and isn't but a bit of extra boost away from making power levels that will easily break a T5, even the so called 'world class' ones.
There are quite a few motors I'd look into swapping before I'd consider a 2.3T - however, if it's just to be different, hey, whatever floats your boat.
I'm not overly familiar with the 2.3t motor, it seems to have a good reputation but in general I find Fords lacking in several areas - metallurgy being one. The 5.0 motors have a reputation too, but not quite the one they should have, like splitting in half - literally, right down the crank centerline - when you start making more than 425hp. I wouldn't be surprised if these had similar problems. Again, the T5 doesn't hold up well to even moderate amounts of power - the 2.3T did have a decent amount of output even in the stock SV0 configuration, and isn't but a bit of extra boost away from making power levels that will easily break a T5, even the so called 'world class' ones.
There are quite a few motors I'd look into swapping before I'd consider a 2.3T - however, if it's just to be different, hey, whatever floats your boat.
11-10-07, 11:01 PM
#27
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haha and you would be so wrong in your assumption blasphemer, these motors if you drop a lil money into them can easily crack the 1000whp mark but who needs that much power, plus imo its not worth the money you would spend to get it. But getting around 7-800 is no problem at all, buy an aluminum svo head for the 2.3 block get crower turbo cams for it, crower rods, clevite main bearings 8.5:1 or 9:1 compression ratio a nice turbo and have esslinger port for turbo application and you can be pumping out some nice *** numbers for not too bad of a price. The reason it would cost so much to get 1000+ is because you have to buy a custom stroker kit as well as the aluminum block they use for midget car motors which is actually a 2.4 and the stroker kit takes it to 2.8l
You can drop 5k and have a MONSTER if you build the motor yourself and get your parts from esslinger. IF you do a ford 2.3t DO NOT and i repeat DO NOT get parts from anywhere but esslinger. Everyone else doesnt know **** compared to them. They have been building these for over 30 years and ford has them building their motors for thier midget car program instead of ford racing because we do a much better job than anyone else. The only problem is they are always jammed with tons of work so good luck getting your head back or block back from them in a timely manner unless your building the motor yourself. They always get parts out fast its just the inhouse work that takes awhile because they constantly have motors going out and in.
Before you call bullshit on me go look here esslingerengineering.com i used to work there and i built these motors for a living.
You can drop 5k and have a MONSTER if you build the motor yourself and get your parts from esslinger. IF you do a ford 2.3t DO NOT and i repeat DO NOT get parts from anywhere but esslinger. Everyone else doesnt know **** compared to them. They have been building these for over 30 years and ford has them building their motors for thier midget car program instead of ford racing because we do a much better job than anyone else. The only problem is they are always jammed with tons of work so good luck getting your head back or block back from them in a timely manner unless your building the motor yourself. They always get parts out fast its just the inhouse work that takes awhile because they constantly have motors going out and in.
Before you call bullshit on me go look here esslingerengineering.com i used to work there and i built these motors for a living.
11-10-07, 11:20 PM
#28
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well since you are comparing ford to nissan, i must say ford sucks *** in comparison. the sr20 can handle over 500whp in stock trim where as the ford 2.3 you will have to do an *** load of custom work.....pistons, rods, ect to handle that kind of power. yes, the sr20 blocks are bulletproof, it is common to see these little motors see 700+whp with the stock block. where as you will have to buy a dart block to get the ford to that power. in the end the nissan has beefier rods, great pistons, better flowing heads and a WAY stronger block which in turn actually makes for a cheaper street power plant.
11-10-07, 11:49 PM
#29
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im sorry psychotic but once again not correct the ford blocks are bulletproof, you can easily build them to more than what an sr can handle in stock trim. You should do some more research the sr is going to cost you a lot more money to make the kind of power you can out of a 2.3t just because the sr is a jdm motor. Your going to pay 2500 bucks for you motor and trans not to mention more money your going to shell out for cams, valve train mods, and then bolt ons such as manifolds and turbo parts. That gets expensive, for the same 2500 bucks i could have a complete 2.3t block trans of my choice, turbo of my choice as well as a custom turbo manifold, then if you want to add in how much all your bolt ons would cost for your sr youll spend maybe a total of 6-7k on the sr to make that kind of power on the stock block. I can have a 2.3t motor capable of more than 700hp for that kind of money. So in the end the sr may be better stock but for all the money your going to pay to get it and max the stock block you could have a way more powerful 2.3t
11-11-07, 10:16 AM
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well since you are comparing ford to nissan, i must say ford sucks *** in comparison. the sr20 can handle over 500whp in stock trim where as the ford 2.3 you will have to do an *** load of custom work.....pistons, rods, ect to handle that kind of power. yes, the sr20 blocks are bulletproof, it is common to see these little motors see 700+whp with the stock block. where as you will have to buy a dart block to get the ford to that power. in the end the nissan has beefier rods, great pistons, better flowing heads and a WAY stronger block which in turn actually makes for a cheaper street power plant.
11-11-07, 10:46 AM
#31
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haha werd i just wouldnt run a 2.3t in a 7 i almost did one in my starlet but then i saw the light and decided more bang for the buck out of a rotary motor
11-12-07, 12:24 AM
#32
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I hope that is a joke. My 2.3, fully built minus pistons, with a t5 behind it with a short shift kit, only cost me $150.
11-12-07, 08:00 PM
#33
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HAHAHA!!! the 5.0 engine blocks cant handle a constant 500hp, more less the little brother......it's sad when a little jap 4 banger engine can handle more power than an "american muscle" v8. dude, you can get sr engine, tranny, ecu and uncut wiring harness for 1700 shipped. i know my friend buys them. it's funny when you american engine worshipers think they know everything.....thats why you see civics beating vipers, rx7s killing corvettes, ect......because you guys are so hell bent on SUPER OLD technology, give it up the japs are light years ahead in auto tech.
11-12-07, 08:47 PM
#34
I only have 1.3liters
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^ How much do you actually know about 2.3 Turbo Ford engines? Ford 2.3 Turbo motors are a hell of alot better than 5.0 motors. High quality forged pistons and strong forged connecting rods - along with a high nickel content cast iron block and a cast crank that just won't die - make up for a very strong foundation on which to build high horsepower. Someone is said to have torn down a 2.3 turbo block at approx. 150k miles and they could still see the honing marks on the block.
11-13-07, 10:05 AM
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HAHAHA!!! the 5.0 engine blocks cant handle a constant 500hp, more less the little brother......it's sad when a little jap 4 banger engine can handle more power than an "american muscle" v8. dude, you can get sr engine, tranny, ecu and uncut wiring harness for 1700 shipped. i know my friend buys them. it's funny when you american engine worshipers think they know everything.....thats why you see civics beating vipers, rx7s killing corvettes, ect......because you guys are so hell bent on SUPER OLD technology, give it up the japs are light years ahead in auto tech.
My entire project, including the car, will be less than 1700.
You have no ******* clue what you are talking about, so if I was you I would shut my mouth.
11-13-07, 10:15 PM
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Wasn't sure on the power-holding potential of the 2.3t block - in general, Ford tends to lag behind GM in durability, and I knew of the 5.0 block problem so I figured I'd mention it.
I still think the T5 is a weak spot, though, I'd go with a rwd tranny from a Celica or something similar - the T5 is a real pos tranny, even the so-called 'world class' versions barely handle 300lb-ft, actually it might be less. This is the reason that 5.7l TPI Camaros and Firebirds were automatic only from the factory - the torque output was way too much for the T5s to handle, and GM rightly foresaw a warranty/recall nightmare on par with...the twin turbo RX7. Although, GM's usual efforts to dilute the F-Body so it doesn't eat into Corvette sales probably had something to do with that, too.
The 5.0 block suffers from the purpose of it's design, ie to be very light - they are lighter than SBC blocks, but they do so by having less material in them, and thus aren't anywhere near as durable. SBC blocks are very resilient, and you're starting to see a lot of guys bolting twin turbos to these things and making massive amounts of power for very little money, and the motors have been holding up. Hot Rod or Car Craft just had a writeup on a guy with a black Firebird that started out as nothing special at all, and now the thing runs 9's on a stock 350 two-bolt-main short block and dog **** heads. The guy says you can feel the mains squirm when the nitrous hits, but they haven't gone so far. The motor dyno's at nearly 700hp to the rear wheels on spray, and there's nothing at all exotic underneath the hood except for the custom turbo headers. Even the turbos themselves were a pair of stock Grand National turbos that were just rebuilt.
I think it's funny that the Japs are light years ahead in auto tech, and have been for years, and it's only recently that they've truly been competitive with that 'dinosaur' technology. Horsepower is horsepower, and there's no magic fairy dust that makes an engine that puts out, say, 200 at the flywheel any 'better' of a motor just because the engineering department threw the kitchen sink at the motor for such a meager output. I love hanging around the Japanese car forums, you guys really think that there's some magic voodoo that makes actual power output meaningless. 'It might only make 170hp, but it has a two stage intake and dohc, fuel injection, and VTEC, so that makes it better than a shitty old SBC that makes over 300 without trying. Such knuckle dragging - better to pay through the nose for half the horsepower, and then watch Honda scrap the whole engine design in a few years and replace it for no apparent reason.'
While I recommended the SR20DET, I was keeping in mind that you can get an engine/tranny combo for cheap from a japanese importer, including wiring harness and ECU. Frankly, the price in building a T5 to handle any real power would tip the scales in favor of the Nissan setup. But I'd like to see it, if only because I love seeing uppity ********* who have more brand loyalty (imparted to you by your masters) than sense have to eat their words after a 'junk' american motor makes more power for less money. Frankly, I look to Japanese motors as stopgap, a compromise - I'm currently looking for another SE-R Classic for a daily driver because, although it would probably take the same investment to get this car to destroy-all-comers tune as a car more in line with my personal aesthetics, it's a superior daily driver and is a phenomenal handling car. Where I to go all-out, frankly, I'd rather go with an LS motor and mod it to suit (should it require any modding at all, since I can buy them from the factory in ratings from 300 to 505hp (and soon even more) with a warranty and perfectly legit emissions compliance).
However, I'll also say this: if you're going to talk about doing this whole swap - donor car and all - and make all of that power, and for the pittance of 1700 bucks, I suggest you do so, and don't forget to keep track of all of the little things that never seem to get mentioned ("I've only got a grand into it, minus the 4000 bucks I spent on labor and fixing all of the **** that I screwed up, but hey, that doesn't count!"), and don't forget to include what a lot of screaming forumophiles never bring to the table in these little battles of words - a verifiable dyno slip. Otherwise, this is just a lot of hot air and another cool concept for a car (but no actual car, or some internet 'legend' (myth) that doesn't actually walk the talk).
But then, the cold hard facts never really seem to get much traction in these forums, mostly because of all of the shouting about how you can turbocharge your lawn tractor and eat Z06's all day long for 49.95 plus shipping.
I still think the T5 is a weak spot, though, I'd go with a rwd tranny from a Celica or something similar - the T5 is a real pos tranny, even the so-called 'world class' versions barely handle 300lb-ft, actually it might be less. This is the reason that 5.7l TPI Camaros and Firebirds were automatic only from the factory - the torque output was way too much for the T5s to handle, and GM rightly foresaw a warranty/recall nightmare on par with...the twin turbo RX7. Although, GM's usual efforts to dilute the F-Body so it doesn't eat into Corvette sales probably had something to do with that, too.
The 5.0 block suffers from the purpose of it's design, ie to be very light - they are lighter than SBC blocks, but they do so by having less material in them, and thus aren't anywhere near as durable. SBC blocks are very resilient, and you're starting to see a lot of guys bolting twin turbos to these things and making massive amounts of power for very little money, and the motors have been holding up. Hot Rod or Car Craft just had a writeup on a guy with a black Firebird that started out as nothing special at all, and now the thing runs 9's on a stock 350 two-bolt-main short block and dog **** heads. The guy says you can feel the mains squirm when the nitrous hits, but they haven't gone so far. The motor dyno's at nearly 700hp to the rear wheels on spray, and there's nothing at all exotic underneath the hood except for the custom turbo headers. Even the turbos themselves were a pair of stock Grand National turbos that were just rebuilt.
I think it's funny that the Japs are light years ahead in auto tech, and have been for years, and it's only recently that they've truly been competitive with that 'dinosaur' technology. Horsepower is horsepower, and there's no magic fairy dust that makes an engine that puts out, say, 200 at the flywheel any 'better' of a motor just because the engineering department threw the kitchen sink at the motor for such a meager output. I love hanging around the Japanese car forums, you guys really think that there's some magic voodoo that makes actual power output meaningless. 'It might only make 170hp, but it has a two stage intake and dohc, fuel injection, and VTEC, so that makes it better than a shitty old SBC that makes over 300 without trying. Such knuckle dragging - better to pay through the nose for half the horsepower, and then watch Honda scrap the whole engine design in a few years and replace it for no apparent reason.'
While I recommended the SR20DET, I was keeping in mind that you can get an engine/tranny combo for cheap from a japanese importer, including wiring harness and ECU. Frankly, the price in building a T5 to handle any real power would tip the scales in favor of the Nissan setup. But I'd like to see it, if only because I love seeing uppity ********* who have more brand loyalty (imparted to you by your masters) than sense have to eat their words after a 'junk' american motor makes more power for less money. Frankly, I look to Japanese motors as stopgap, a compromise - I'm currently looking for another SE-R Classic for a daily driver because, although it would probably take the same investment to get this car to destroy-all-comers tune as a car more in line with my personal aesthetics, it's a superior daily driver and is a phenomenal handling car. Where I to go all-out, frankly, I'd rather go with an LS motor and mod it to suit (should it require any modding at all, since I can buy them from the factory in ratings from 300 to 505hp (and soon even more) with a warranty and perfectly legit emissions compliance).
However, I'll also say this: if you're going to talk about doing this whole swap - donor car and all - and make all of that power, and for the pittance of 1700 bucks, I suggest you do so, and don't forget to keep track of all of the little things that never seem to get mentioned ("I've only got a grand into it, minus the 4000 bucks I spent on labor and fixing all of the **** that I screwed up, but hey, that doesn't count!"), and don't forget to include what a lot of screaming forumophiles never bring to the table in these little battles of words - a verifiable dyno slip. Otherwise, this is just a lot of hot air and another cool concept for a car (but no actual car, or some internet 'legend' (myth) that doesn't actually walk the talk).
But then, the cold hard facts never really seem to get much traction in these forums, mostly because of all of the shouting about how you can turbocharge your lawn tractor and eat Z06's all day long for 49.95 plus shipping.
11-16-07, 05:43 PM
#37
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...a turbo KA is cheaper, makes more power, and has more readily available parts...
...stuff your SR20, and your pompus SCC reading atitude up your *** and get off of this forum. Go post on honda-tech or something where you belong...
...stuff your SR20, and your pompus SCC reading atitude up your *** and get off of this forum. Go post on honda-tech or something where you belong...
11-18-07, 02:12 PM
#38
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either way they are cheap to build so thats not the point, you just got an insane deal on yours. Still get more bang for the buck out of a rotary power wise. But that being said the 2.3t is a most excellent motor that will destroy an sr20 in bang for the buck.
Theres no way in hell you get a decent reliable sr20 for less than 2300-2500 bucks for a motorset. Paying any less than that for an sr20 is like shooting yourself in the foot.
Also i dont see how you can say the japs are lightyears ahead of american auto tech. The 2.3t is sohc motor the only thing really different about a japanese motor, lets take the ka24 for example since its roughly the same displacement, is dohc big deal 2 overhead cams theres pluses and drawbacks to both sohc and dohc.
2.3t is a great motor and is highly underrated. I mean **** it started life in a pinto for gods sake. But i dont know any other motor that can make the kind of power you can make out of that motor for the same price. 2.3t is cheap to build and maintain and you can make a lot of hp out of them with some minor head work and custom turbo setup. Easy as pie, the stock internals will easily hold up to 400hp, i would only change the pistons out and thats it.
11-18-07, 06:12 PM
#39
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11-18-07, 10:00 PM
#40
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all i can say is if you get the whole thing done for under 1700 and are making decent power out of the motor and its not going to blow on you, you got an amazing deal. These motors are cheap to build but not that cheap unless you got hookups on parts and stuff. If i bought every single part i would want for a monster 2.3t from esslingerengineering i would spend about 6-7k if i built it myself, that is running the stock stroke and head though. With the hookup on parts i have from them it would run me around 3-4k for a bare block buildup. More if i decided on a stroker kit and aluminum head. I hope you get it done for under 1700 and make some nice numbers because if you do you got that motor for a steal.
Lookin forward to see how this turns out good luck man
Lookin forward to see how this turns out good luck man
11-20-07, 06:53 PM
#41
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ok first of all the 2.3 can handle a lot of power in stock form there are alot of 2.3 guys making more than 450 hp with junk yard 200.000 mile motors i can provide you with links if yall want ....we are shooting for 450hp with mine and im running junk yard stuff like stock block pistons and rods ...home ported head ...junk yard cummins holset hy 35 turbo plain old felpro gasket kit from autozone and they have it in stock unlike the nissan motors ..ect the sr20 and the k series nissan motor can not and i repeat can not handle 500hp in stock form probably 400 or so.. i dont know who lie to you the only one that can handle that is the sr20 out of the pulsar GTIR which is expensive to get here in the state thats the only motor that has forge internals the others dont ...the turbo 4cyl t5 can handle 400 or so hp before you start make in it flex but who cares they are cheap and easy to get plus if you want get crazy you can get the g force internals for it ...her are some info on the 2.3 hp convinations
Chassis type: 1979 Mustang Notchback
short block mods/compression ratio/displacement: 1984 Turbo block, stock crank, strapped mains, stock oil pump, stock oil pan, stock length Crower billet steet, flat top weisco, zero decked, total seal rings, main and head studs, MLS head gasket/~8.3:1/2.3L
head/port work/valve size: Esslinger aluminum D-port/cleaned up and polished ports and chamber/1.89Intake-1.50Exhaust
cam specs/degrees adv-ret: lift .555"/.555" duration 235/225@.050" LSA 115 - straight up, hydraulic roller
intake/throttle body: gutted turned turbocoupe intake/supercoupe throttle body
intercooler: large NPR intercooler
nitrous system/shot size: no nitrous
exhaust manifold: Rod's stock mount header
turbo: SC-60 (60-1 hifi compressor with a stage III T3 turbine and .63a/r housing)
wastegate: ported stock
exhaust size: 3" modifed stock elbow, 3" DP
engine management: FAST EFI with full AN fuel system and 95#/hr injectors
a/f ratio, total timing, boost: 11.7:1 af ratio /25 degree total/19psi of boost
fuel octane/brand/leaded or unleaded: 112 octane/PRO racing fuel/unleaded
hp@rpm: 407rwhp/6500rpm
trq@rpm: 395rwtq/4600rpm
flex plate/flywheel: fidanza SFI aluminum flywheel
convertor/clutch: SPEC stage III
transmission: 1993 Cobra T5 (3.35 first)
rear/ratio/tire type/tire size: 8.8" with welded tubes, 31 spline mosers, trac-loc truck diff with extra shims/ 4.10 Motorsport gears/ 26x10.50 ET slicks
race weight without driver: dunno but it is a 1979 with manual steering/manual brakes, no a/c, tubular front and rear suspension, no heat, racing buckets, no sound deadener, aluminum bumper... yeah it's light - but it doesn't look gutted.
ET/MPH: Best ET 11.7sec, Best MPH 119mph
next areas to be improved: External wastegate, larger turbo, 3.5" full exhaust, mini tub for 325/50/15 drag radials, transbraked C4
Chassis type: - 1984 Mustang SVO
Suspension work/mods: - Stock front w/ sway bar removed. Stock rear suspension, w/ modified Competition Engineering 'slapper' style traction bars.
short block mods/compression ratio/displacement: - Stock/original shortblock - 70000 miles..
head/port work/valve size: - Stock/original cyl head, w/ Fel-Pro 1035 head gasket & using Ford Torque to Angle headbolts.
cam specs/degrees adv-ret: - Stock/original cam & stock cam pulley.
intake/throttle body: - Ported stock inline intakes and 60 mm T Bird Super Coupe throttle body. Did lots of port work to get inline upper to match to 65mm opening on the S/C T body.
intercooler: - Bottom mount made from 2 Probe GT Turbo cores, 2 1/2" piping in/out, Bosch bypass valve.
nitrous system/shot size: - None.
exhaust manifold: - ATR Tube header.
turbo: - Stock/original .63 T3
wastegate: - Stock/original one. Gillis boost valve.
exhaust size: - 40bob.com Elbow, 3" downpipe run open at track.
engine management: - Stock LA3/88 T Bird.
fuel system: - Stock/original dual fuel pumps, BBK adjustable regulator w/ guage & 3 foot hose, Bosch 42 lb green top injectors.
a/f ratio, total timing, boost: - AEM W/B, 11.5 - 11.8:1 in 3rd and 4rth on all passes. Timing was locked in 27*, spout left unplugged, 25 PSI boost. ~ 50 - 55* out..
fuel octane/brand/leaded or unleaded: - VP C16 leaded, 117 'motor octane'.
hp@rpm: - haven't dyno'd
trq@rpm: - "" ""
flex plate/flywheel: - Stock.
convertor/clutch: - Spec stg III.
transmission: - 87 4 cylinder "3.97" T5
rear/ratio/tire type/tire size: - 88 TC rear w/ FRPP girdle & 3.73 gears, M/T ET Drags - 26 x 8.50 rear now with tubes, front 155 65 R15 BFG radials, on Weld Draglites 15 x 8 x 5.50" backspace rear, 15 x 3 x ? backspace front.
race weight without driver: - Don't know yet. Based on stock weight [~3000 LBs] and what I have removed [i've weighed everything taken out] very close to 2600 Lbs.
ET/MPH: - best 60' - 1.676, 12.25 @ 110.85 MPH.
next areas to be improved: - Work on getting a proper tune for the larger injectors, and a working 2 step so I can leave well into boost instead of dropping it, bogging then whooshing off.. Also going to check all vac lines for boost leaks. Goal is to eek an 11.99 out of the stock longblock and stock T3 turbo.
--------------------------------------------------------------------------------
Chassis type: 88 Turbo Coupe
short block mods/compression ratio/displacement: stock stock stock
head/port work/valve size:stock
cam specs/degrees adv-ret:Crane Powermax Hydraulic/not sure how to read cam spec sheet
intake/throttle body:stock
intercooler:24"x14"x3" custom Active Radiator FMIC
nitrous system/shot size:Not Yet (two 50 shots in the future)
exhaust manifold:Bob's 3rd Gen log
turbo: T3 (.48 hot)
wastegate:reman, unported
exhaust size:3"
engine management:NA
a/f ratio, total timing, boost:12* timing, 12psi boost
fuel octane/brand/leaded or unleaded:Sunoco 94
hp@rpm:NA
trq@rpm:NA
flex plate/flywheel:flywheel
convertor/clutch:clutch
transmission:stock TC 4cyl T5
rear/ratio/tire type/tire size:3:55/bobo's/225-60-15s
race weight without driver:~3300?
ET/MPH:16.2/?87?
next areas to be improved:4 new BFGs all around, Spec Stage 3 clutch, rebuilt T5, MGW short shifter, 255HP pump,kirban afpr, 10* timing w/ 20psi boost coming soon(all parts in hand finally, now to do the installs!)
--------------------------------------------------------------------------------
Chassis type:87 Ranger
short block mods/compression ratio/displacement:93 N/A block and crank with TC pistons and rods
cam specs/degrees adv-ret:RR w/adjustable gear set at -1
head:ported big valve iron d-port
intake/throttle body:Bobs gutted upper/lower,stock TB
intercooler:Big NPR
nitrous system/shot size:75 shot
exhaust manifold:Bobs log
turbo:stock t3
wastegate:stock
exhaust size:3" from elbow to tailpipe
engine management:LA3 w/J3 to run 46lb injectors,MSD everything
a/f ratio, total timing, boost:11.2afr,22* locked timing,18-20 psi
fuel octane/brand/leaded or unleaded:94 pump gas
hp@rpm:308wrhp using weight and mph
trq@rpm:?
flex plate/flywheel:stock TC
convertor/clutch:Spec stg 3
transmission:TC T5
rear/ratio/tire type/tire size:8.8,3.27 ,275 BFG DR'S
race weight without driver:2615lb
ET/MPH:12.55@ 111mph with blown head gasket
next areas to be improved:install everything in better ride!
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Chassis type: 89 ranger
short block mods/compression ratio/displacement: stock 200K+
head/port work/valve size:stock
cam specs/degrees adv-ret:RR 4*R w/RE cam gear
intake/throttle body:bobs gutted rotated upper and ported lower
intercooler:large NPR
nitrous system/shot size:N/A
exhaust manifold:rods header
turbo:stock .63 T3
wastegate:stock
exhaust size:3" crush bent dumped
engine management:LA3
a/f ratio, total timing, boost:15psi
fuel octane/brand/leaded or unleaded:93 pump gas
hp@rpm:243whp
trq@rpm:246tq
flex plate/flywheel:stock
convertor/clutch:RAM powergrip
transmission:stock T5 from 85 XR7
rear/ratio/tire type/tire size:3.45:1 7.5" trac-lok 245/45/17 kumho 711's
race weight without driver:2870
ET/MPH:14.6 @ 94(norwalk, OH)
next areas to be improved: better chassis for a good runnin combo
this is the only combo i have PROOF of. motor has seen 20psi w/a SC50 and a 97mph trap speed @ 5200ft. felt awesome, but never got to the dyno in that form....
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85 SVO
Shortblock- stock 90,000 miles
Head- BOPORT Stage 3
Cam- Esslinger 2277 .489"/.443" lift, 241/219@.050" straight up timing
Intakes- Ported lower, gutted upper.
Throttlebody- OEM
Intercooler- Spearco "Big" low mount
Nitrous- 0 shot
Header- Rod's stock location
Turbo- Precision SC61, .63AR turbine
Downpipe- ATR with external gate
Wategate- Tial 38mm
Exhaust- 3" mandrel bent through bullet muffler
Engine Management- 034 EFI standalone
A/F ratio 12:1, Timing 29, boost 28#
Clutch- SPEC stage III
Transmission- Stock T5
Fuel- Sunoco 110 leaded
HP- 436whp @ 6800rpm
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short block mods/compression ratio/displacement:ARP bottom, .030 over forged
head/port work/valve size:Garage port, .090 over valves, SS Ferrea swirl and undercut
cam specs/degrees adv-ret:RR, straight up
intake/throttle body:60 mm, custom upper, 40bob ported lower
intercooler:Saab 9000 FMIC
exhaust manifold:40bob 3rd Gen.
turbo:Stock IHI
wastegate:Stock IHI
exhaust size:Stock DP
engine management:Stock EEC
a/f ratio, total timing, boost:12.5 A/F, Base Timing
fuel octane/brand/leaded or unleaded:92 non-oxy
hp@rpm:197 @ 5000
trq@rpm:
flex plate/flywheel:Stock
convertor/clutch:Stock Pinto
transmission:C-4 B&M Shift Kit
rear/ratio/tire type/tire size:4.10 Hoosier 26X8
race weight without driver:2401 Lbs
ET/MPH:13.24 at 100.22 MPH
next areas to be improved:used hybrid .57 stg 3 is here. .420 turbo cam too
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Chassis type: 85.5 T-bird
short block mods/compression ratio/displacement: arp bolts,balanced rotating assembly, 20 over
head/port work/valve size: Lots of port work, and combustion chamber work
cam specs/degrees adv-ret:stock, 4 ret
intake/throttle body: stock
intercooler:2 88 tc ics, with homemade flange, mounted as fmic
nitrous system/shot size:none
exhaust manifold: ported e6
turbo: holset hy35
wastegate: stock holset
exhaust size: 142c.i.
engine management: pk1 J3
a/f ratio, total timing, boost: 13.5/1,20 degress, 26#
fuel octane/brand/leaded or unleaded:110 leaded
hp@rpm:?
trq@rpm:?
flex plate/flywheel: stock, lighten on brake lathe
convertor/clutch: dual friction center force
transmission: stock t5
rear/ratio/tire type/tire size:8.8/4.56/hoosier slick/26.5 x 9
race weight without driver:3100
ET/MPH:12.92 @ 104
next areas to be improved: 50 shot
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Chassis type: '76 Pinto
short block mods/compression ratio/displacement: Stock TC shortblock with Crower Sportsman rods, Total Seal rings. 8:1 comp.
head/port work/valve size: Mild porting, stock valves
cam specs/degrees adv-ret: Lunati 227/.500-111 LSA. Currently 6 degrees advanced.
intake/throttle body: Stock 60mm 5.0 TB. Stock lower intake, shortened and rotated upper.
intercooler: Stock TC, mounted under fender w/fan.
nitrous system/shot size: 70hp plate.
exhaust manifold: Stock E6
turbo: Stock T3
wastegate: Stock
exhaust size: 3"
engine management: Stock PC w/PE table chip by Juscuz. 5th injector rpm activated at 4400 rpm.
a/f ratio, total timing, boost: 10 deg. base timing, 21 psi boost.
fuel octane/brand/leaded or unleaded: 110 leaded.
hp@rpm: ?
trq@rpm: ?
flex plate/flywheel: Stock
convertor/clutch: Stock Pinto convertor
transmission: C-4 with reverse manual valve body
rear/ratio/tire type/tire size: 8", 3.80 gears, 8x26 Hoosier Quicktime Pros.
race weight w/driver: 2930 lbs.
ET/MPH: best ***. 11: 52 @ 115.81 mph
next areas to be improved: 4.10 gears, convertor, external wastegate, bigger turbo, suspension...those improvements needed as I go faster.
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Chassis type: 85 Ford Thunderbird, 90/10 Lakewood w/125# Coilovers front - Rear 50/50 Lakewood w/95# Coilovers - Quartermax Antiroll - D&D Adjustable upper control arms - D&D lower control arms - Pinion Angle set to 4degs.
short block mods/compression ratio/displacement: .030 Block w/Honda Oil Squirters - 9.0 JE flat top Forged Pistons - Esslinger windage tray - ARP Studs - Crower Sportsman 5.5" Rod w/cap screws - Stock Crank - Piston pins Floated - About 143 cu in
head/port work/valve size:Out of the box stock Esslinger SVO Aluminum Head
cam specs/degrees adv-ret:Esslinger Solid Roller Cam - 262 duration @ .050 - .655 lift - 300 average duration - 111.5 centerline - Running the cam straight up
intake/throttle body: Wilson 90mm
intercooler:Air/Water
nitrous system/shot size:250 shot installed but not yet being used
exhaust manifold:Custom center mount Rods SS header
turbo: http://www.precisionturbo.net/turboc...tegory_id=3026
Look for the SC6176E
wastegate:Turbosmart 38mm
exhaust size:4" down pipe only
engine management:FAST B2B
a/f ratio, total timing, boost:11.5 - 25 - 30
fuel octane/brand/leaded or unleaded:VP C16 leaded
hp@rpm
oing the math works out to be about 540RWHP
trq@rpm:
flex plate/flywheel:Reactor Flex Plate
convertor/clutch:Coan 7" converter
transmission:C4 w/PA Brake
rear/ratio/tire type/tire size:8.8- Strange Full Spool & Strange Axles- 4.56 - MT 28.0 X 9.0 X 15 inflated to 9psi
race weight with driver:3100#
ET/MPH:6.65@103.12 w/1.49 60' (1/8 mile) works out to be about a 10.37 1/4 mile
next areas to be improved:Tighter converter, Bigger turbo, and a little nitros thrown in!
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Chassis type: 1980 Capri
short block mods/compression ratio/displacement: Stock
head/port work/valve size: Stock
cam specs/degrees adv-ret: Ranger -4
intake/throttle body: Unported inline lower, custom box upper, 65mm TB
intercooler: Powerstroke
nitrous system/shot size: None
exhaust manifold: Unporrted E6
turbo: HX-35W Holset milled out split scroll
wastegate: Stock Holset
exhaust size: 3.5"
engine management: 8UA ecu blow through VAM 46pph injectors
a/f ratio, total timing, boost: 25 psi boost 12 dregees base timing.
fuel octane/brand/leaded or unleaded: half mix 92 pump and 100 unleaded.
hp@rpm:
trq@rpm:
flex plate/flywheel: stock
convertor/clutch: stock
transmission: 87 turbo coupe T5
rear/ratio/tire type/tire size: 3.54 8.8 Mcreary 26X8 dirt track tires
race weight without driver: 2500
ET/MPH: 12.660@108.18
next areas to be improved: Slicks, Clutch, Two step limiter and stand alone.
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Chassis type: 88 Thunderbird Turbo Coupe, CHE rear arms, weld in sub frames, daily driven, all accesories work including air.
short block mods/compression ratio/displacement: Stock Short Block
head/port work/valve size: Iron head, Big valves, pocket porting
cam specs/degrees adv-ret: Ranger Roller
intake/throttle body: Gutted upper / Ported lower (Bob Lee)/ stock TB
intercooler: Stock TC in stock location
nitrous system/shot size:None
exhaust manifold: Ported E6
turbo: SVO Style T-3 (.63 turbine/.60 cold side)
wastegate: Stock
exhaust size: 3" downpipe, 3" ATR cat back
engine management: LA3, Mallory ignition, 2 step for launch
a/f ratio, total timing, boost: Stock tuning, 10 degree base timing, 22 psi boost
fuel octane/brand/leaded or unleaded: pump Sunoco 94 unleaded
hp@rpm:
trq@rpm:
flex plate/flywheel: Stock
convertor/clutch: Ram power grip clutch, PP
transmission: TC 5 speed
rear/ratio/tire type/tire size: 3:55 Rear, MT ET Streets, 26/10.50-15
race weight without driver:
ET/MPH: 13.095 @ 103.2, car has gone 104.60 MPH
next areas to be improved: [/QB][/QUOTE]
Some additional tuning until the snow flies, then this car will be sold or parted and the engine combo moved to my new Capri
[QB] Chassis type: 84 Turbo GT
short block mods/compression ratio/displacement: Bone stock ? miles 88 TC short block
head/port work/valve size: Ported Big valve head
cam specs/degrees adv-ret:A237
intake/throttle body: Gator gutted turned turbocoupe intake/supercoupe throttle body
intercooler: Mack junkyard 30x17x4 3 inch in and out.
nitrous system/shot size: no nitrous
exhaust manifold: Bob big log, center mount
turbo: Holset HY35W
wastegate: ported stock (not ported enough yet)
exhaust size: 3.5 inch
engine management: EEC Tuner, 90mm mass air, 55lb injectors , MSD Digital 6+
a/f ratio, total timing, boost: still dialing in af ratio /PE timing , but at 8 degrees base, /30 psi of boost(see wastegate comment)
fuel octane/brand/leaded or unleaded: 93 octane pumop gas / Now I have switched to 50/50 pump gas and race gas 110 VP. Just for safety.
hp@rpm: 418.5rwhp/5800rpm
trq@rpm: 403rwtq/5600rpm
flex plate/flywheel: Stock convertor/clutch: SPEC stage III
transmission: Stock 88 TC 5 speed
rear/ratio/tire type/tire size: 8.8" with welded tubes, 33 spline Strange, Auburn Pro/ C clip eliminators, 4.10 Motorsport gears/ 28 inch tall MT drag radials (was running 3.73's with 26x10.5 ET streets)
race weight without driver: Keep forgetting to weight it. Full interior, AJE suspention, aluminum bumpers, 6 point roll bar. ET/MPH: Best ET 12.6sec, Best MPH 114mph (MANY EXCUSES) New best pass 11.98 at 115mph
NEWER best pass 11.7 at 120mph with a 2.02 60 ft
next areas to be improved: Swap to my built bottom end once I know its tuned, beat the crap out of it.
Chassis type: 1989 Merkur XR4ti
short block mods/compression ratio/displacement: 86 1/2 iron block, deck machined so pistons are .010 proud at TDC, bored .030 over and honed with 2” thick steel deck plate
head/port work/valve size: Esslinger Street Aluminum head, 1.890” intake, 1.590” exhaust valves
cam specs/degrees adv-ret: Esslinger 2277 cam
intake/throttle body: stock ported
intercooler: Richard Thompson Air/Water aftercooler
nitrous system/shot size: none… yet
exhaust manifold: Rods Header, unequal length..
turbo: T3/T4, TO4E 54trim/Stage I T3 turine .63 A/R (this turbo sucks, slow spool up, don't copy this)need stage III with 54 trim compressor I believe. UPDATE: changed to an SC50 turbo (T3/T4 50 trim compressor wheel with a stage II turbine wheel and .63 AR.... MUCH BETTER
wastegate: stock internal
exhaust size: 3” downpipe to 3” cat into a single 2 ½” inlet, dual 2” outlet triple pass muffler
engine management: EEC tuner
fuel management: 255lbhr Walbro intake pump, RC Eng 550cc injectors
a/f ratio, total timing, boost: ?, ?, 18lbs
fuel octane/brand/leaded or unleaded: regular unleaded
hp@rpm: ??
trq@rpm: ??
flex plate/flywheel: stock
convertor/clutch: stock stall at 1750 rpm. This really sucks and makes the car seem real slow, cam and turbo don’t come on until 4000 rpm.
transmission: modified C3, I swap between 2 of them every 20K miles or so
rear/ratio/tire type/tire size: Stock ’89 XR auto gearing 3.35?? , 215/65/15 street tires
race weight without driver: ?? yet
ET/MPH: ?? yet
next areas to be improved:
long runner intake, 2000 Mustang GT mass air conversion
CAR SUCKS, FEELS REAL SLOW, entire combination is NOT dialed in and not working well. Perhaps I should put manual trans as my first thing to change if I can’t locate a high stall converter for the C3. Cam comes on 3200 rpm, and boost doesn’t build until about 4K. Hoping that a long runner, small diameter intake will help bottom end along with mass air conversion. May try advancing timing also. Also...new/different turbo! Changed turbo... see above
[--------------------------------------------------------------------------------
Chassis type:1979 Mustang - Southside lower bars - boxed uppers - homemade anti roll bar - CE single adjustable shocks set loose - AJE tubular K member - Lakewood 90/10 struts - 10pt. MS cage
short block mods/compression ratio/displacement: E8 small journal block filled to the top - 2.5 Ranger crank - Venolia pistons - 5.32" GRP alu. rods - stock main caps and bolts - 11.4 compression - Felpro 1035, no o-rings.
head/port work/valve size:Unported Esslinger SVO alu. head - 1.89/1.59 - lots of valve spring seat pressure
cam specs/degrees adv-ret:Crane roller - 260@.050/.585"/112 LSA
intake/throttle body:Weber side draft intake for runners, box plenum, 75mm TB.
intercooler:Custom made air/air
nitrous system/shot size:One dry nozzle to spool, shuts off at 12psi.
exhaust manifold:Homemade 1.5" unequal length header.
turbo:Turbonetics T72/.81 Q trim.
wastegate:Racegate
exhaust size:4" downpipe - Dynomax Bullet muffler
engine management:Mechanical injection - Kinsler fuel pump - 4-.024" primary nozzles, 4-.055" secondary nozzles - Hilborn compensator valve. Electromotive HPX ignition.
a/f ratio, total timing, boost:A/F about 4:1 - 16 deg. total timing - 36 to 40 psi boost.
fuel octane/brand/leaded or unleaded:Methanol
hp@rpm:?
trq@rpm:?
flex plate/flywheel:Stock reinforced flexplate.
convertor/clutch:8" Coan convertor
transmission:C4 - fully rollerized - PA brake valve body - AODE Kevlar direct clutches.
rear/ratio/tire type/tire size:9" - 4.30 - MT or Hoosier 10" x 28" DOT
race weight with driver:2970 lbs.
ET/MPH: Best 1/4 - 9.12 @ 148.55 - best 1/8 - 5.77 @ 120.06 - best 60ft. - 1.27
next areas to be improved: New Borg Warner 75mm turbo for more boost
Update per Dave via PM...
short block mods - main caps strapped, studs
intercooler - Spearco air/water
exhaust manifold - homemade 1 5/8" divided header
turbo - Borg Warner S475/80R - 75mm inducer
engine management - 4 - .036" primary nozzles
4 - .055" secondary nozzles @ 150psi fuel
pressure
total boost - 42psi the highest so far
weight - 3050 w/driver
e.t. - 8.91 @ 153.72 1/4mi - 5.75 @ 123 1/8mi
areas to be improved - more boost
Chassis type: 1988 mustang notchback/ 8pt roll bar/subframe connectors
short block mods/compression ratio/displacement:je pistons/crower rods/ stock crank/ 8.4:1
head/port work/valve size: mild head port/oversize valves/ iron head/ head studs/ 1035 gasket
cam specs/degrees adv-ret: RR cam 4 degrees retarded
intake/throttle body: 65mm t/b stock intake
intercooler: spearco SVO kit
nitrous system/shot size: not yet
exhaust manifold: stinger header
turbo: t3/t4 stage 3 .82 exhaust housing
wastegate: external tial forgot size
exhaust size: 3 inch w/ cutout
engine management: megasquirt
a/f ratio, total timing, boost: 11.5:1 a/f 27 deg timing/ 28-30 psi
fuel octane/brand/leaded or unleaded: 111 leaded/ tractek fuel
hp@rpm: 379.9@4300
trq@rpm:420.3@4000
flex plate/flywheel: stock flyweel
convertor/clutch: clutchmaster
transmission: v8 t-5
rear/ratio/tire type/tire size: 8.8/ 32 spline axles/4:10grs/nittos and et streets 26x11.5x15
race weight without driver:2700
ET/MPH:not ran
next areas to be improved: cam/turbo
Chassis type: 78 ford pinto, interior gutted, heater removed
short block mods/compression ratio/displacement: 86 turbo block, std bore trw flat tops, std cast rings, deck surfaced, std crank, std 5.2 rods, all stock stuff
head/port work/valve size: stock d port open chamber head no port work, std valve size, head had 105000 miles when put back on repaired short block in 04 15$ fel pro 8993? gasket
cam specs/degrees adv-ret: ranger roller cam, non adjustable pulley
intake/throttle body: slightly ported lower to match ports, gutted, rotated upper shortened to fit under pinto hood, 65mm 4.6 tb
intercooler: volvo i/c
nitrous system/shot size: none
exhaust manifold: stinger header
turbo: holset hy35
wastegate: stock actuator from t-3 modded to fit on holset w/g hole ported to same size as flapper (about 1 1/6")
exhaust size: 3 1/2" front to rear bumper, all mandrel bends
engine management: stock la3 stock brown tops ford truck fuel pump with add on kicker pump, stock pinto fuel lines, kirban regulator set to 42#s at idle with vac line connected
a/f ratio, total timing, boost: a/f? timing set as stock 10 deg with spout disconnected, up to 27 lbs boost
fuel octane/brand/leaded or unleaded: 100-ll with about 2 1/2 gallons 115 leaded added stock tank full in car
hp@rpm: ?
trq@rpm: ?
flex plate/flywheel: std pinto flywheel
convertor/clutch: std "new" luk pinto clutch
transmission: pinto 4 speed
rear/ratio/tire type/tire size: 3:40 with mini spool cooper cobra 2356013 tires, tryed 13x8" m&h drag radials about the same et with each
race weight without driver: 2400 w/o 2640 with driver
ET/MPH: best et 13.36 best mph 108 best 60ft 2.15 best 1/8mi 8.61
next areas to be improved: T-5 with a good clutch, small pinto clutch would slip in 3d and be worthless in 4th, renew head with 1.89 1.59 valves, port work, change cam to better turbo type, re-ring with better rings, bigger i/c, better fuel management, walbro 255, etc, etc,
Chassis type: 1979 Mustang Notchback
short block mods/compression ratio/displacement: 1984 Turbo block, stock crank, strapped mains, stock oil pump, stock oil pan, stock length Crower billet steet, flat top weisco, zero decked, total seal rings, main and head studs, MLS head gasket/~8.3:1/2.3L
head/port work/valve size: Esslinger aluminum D-port/cleaned up and polished ports and chamber/1.89Intake-1.50Exhaust
cam specs/degrees adv-ret: lift .555"/.555" duration 235/225@.050" LSA 115 - straight up, hydraulic roller
intake/throttle body: gutted turned turbocoupe intake/supercoupe throttle body
intercooler: large NPR intercooler
nitrous system/shot size: no nitrous
exhaust manifold: Rod's stock mount header
turbo: SC-60 (60-1 hifi compressor with a stage III T3 turbine and .63a/r housing)
wastegate: ported stock
exhaust size: 3" modifed stock elbow, 3" DP
engine management: FAST EFI with full AN fuel system and 95#/hr injectors
a/f ratio, total timing, boost: 11.7:1 af ratio /25 degree total/19psi of boost
fuel octane/brand/leaded or unleaded: 112 octane/PRO racing fuel/unleaded
hp@rpm: 407rwhp/6500rpm
trq@rpm: 395rwtq/4600rpm
flex plate/flywheel: fidanza SFI aluminum flywheel
convertor/clutch: SPEC stage III
transmission: 1993 Cobra T5 (3.35 first)
rear/ratio/tire type/tire size: 8.8" with welded tubes, 31 spline mosers, trac-loc truck diff with extra shims/ 4.10 Motorsport gears/ 26x10.50 ET slicks
race weight without driver: dunno but it is a 1979 with manual steering/manual brakes, no a/c, tubular front and rear suspension, no heat, racing buckets, no sound deadener, aluminum bumper... yeah it's light - but it doesn't look gutted.
ET/MPH: Best ET 11.7sec, Best MPH 119mph
next areas to be improved: External wastegate, larger turbo, 3.5" full exhaust, mini tub for 325/50/15 drag radials, transbraked C4
Chassis type: - 1984 Mustang SVO
Suspension work/mods: - Stock front w/ sway bar removed. Stock rear suspension, w/ modified Competition Engineering 'slapper' style traction bars.
short block mods/compression ratio/displacement: - Stock/original shortblock - 70000 miles..
head/port work/valve size: - Stock/original cyl head, w/ Fel-Pro 1035 head gasket & using Ford Torque to Angle headbolts.
cam specs/degrees adv-ret: - Stock/original cam & stock cam pulley.
intake/throttle body: - Ported stock inline intakes and 60 mm T Bird Super Coupe throttle body. Did lots of port work to get inline upper to match to 65mm opening on the S/C T body.
intercooler: - Bottom mount made from 2 Probe GT Turbo cores, 2 1/2" piping in/out, Bosch bypass valve.
nitrous system/shot size: - None.
exhaust manifold: - ATR Tube header.
turbo: - Stock/original .63 T3
wastegate: - Stock/original one. Gillis boost valve.
exhaust size: - 40bob.com Elbow, 3" downpipe run open at track.
engine management: - Stock LA3/88 T Bird.
fuel system: - Stock/original dual fuel pumps, BBK adjustable regulator w/ guage & 3 foot hose, Bosch 42 lb green top injectors.
a/f ratio, total timing, boost: - AEM W/B, 11.5 - 11.8:1 in 3rd and 4rth on all passes. Timing was locked in 27*, spout left unplugged, 25 PSI boost. ~ 50 - 55* out..
fuel octane/brand/leaded or unleaded: - VP C16 leaded, 117 'motor octane'.
hp@rpm: - haven't dyno'd
trq@rpm: - "" ""
flex plate/flywheel: - Stock.
convertor/clutch: - Spec stg III.
transmission: - 87 4 cylinder "3.97" T5
rear/ratio/tire type/tire size: - 88 TC rear w/ FRPP girdle & 3.73 gears, M/T ET Drags - 26 x 8.50 rear now with tubes, front 155 65 R15 BFG radials, on Weld Draglites 15 x 8 x 5.50" backspace rear, 15 x 3 x ? backspace front.
race weight without driver: - Don't know yet. Based on stock weight [~3000 LBs] and what I have removed [i've weighed everything taken out] very close to 2600 Lbs.
ET/MPH: - best 60' - 1.676, 12.25 @ 110.85 MPH.
next areas to be improved: - Work on getting a proper tune for the larger injectors, and a working 2 step so I can leave well into boost instead of dropping it, bogging then whooshing off.. Also going to check all vac lines for boost leaks. Goal is to eek an 11.99 out of the stock longblock and stock T3 turbo.
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Chassis type: 88 Turbo Coupe
short block mods/compression ratio/displacement: stock stock stock
head/port work/valve size:stock
cam specs/degrees adv-ret:Crane Powermax Hydraulic/not sure how to read cam spec sheet
intake/throttle body:stock
intercooler:24"x14"x3" custom Active Radiator FMIC
nitrous system/shot size:Not Yet (two 50 shots in the future)
exhaust manifold:Bob's 3rd Gen log
turbo: T3 (.48 hot)
wastegate:reman, unported
exhaust size:3"
engine management:NA
a/f ratio, total timing, boost:12* timing, 12psi boost
fuel octane/brand/leaded or unleaded:Sunoco 94
hp@rpm:NA
trq@rpm:NA
flex plate/flywheel:flywheel
convertor/clutch:clutch
transmission:stock TC 4cyl T5
rear/ratio/tire type/tire size:3:55/bobo's/225-60-15s
race weight without driver:~3300?
ET/MPH:16.2/?87?
next areas to be improved:4 new BFGs all around, Spec Stage 3 clutch, rebuilt T5, MGW short shifter, 255HP pump,kirban afpr, 10* timing w/ 20psi boost coming soon(all parts in hand finally, now to do the installs!)
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Chassis type:87 Ranger
short block mods/compression ratio/displacement:93 N/A block and crank with TC pistons and rods
cam specs/degrees adv-ret:RR w/adjustable gear set at -1
head:ported big valve iron d-port
intake/throttle body:Bobs gutted upper/lower,stock TB
intercooler:Big NPR
nitrous system/shot size:75 shot
exhaust manifold:Bobs log
turbo:stock t3
wastegate:stock
exhaust size:3" from elbow to tailpipe
engine management:LA3 w/J3 to run 46lb injectors,MSD everything
a/f ratio, total timing, boost:11.2afr,22* locked timing,18-20 psi
fuel octane/brand/leaded or unleaded:94 pump gas
hp@rpm:308wrhp using weight and mph
trq@rpm:?
flex plate/flywheel:stock TC
convertor/clutch:Spec stg 3
transmission:TC T5
rear/ratio/tire type/tire size:8.8,3.27 ,275 BFG DR'S
race weight without driver:2615lb
ET/MPH:12.55@ 111mph with blown head gasket
next areas to be improved:install everything in better ride!
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Chassis type: 89 ranger
short block mods/compression ratio/displacement: stock 200K+
head/port work/valve size:stock
cam specs/degrees adv-ret:RR 4*R w/RE cam gear
intake/throttle body:bobs gutted rotated upper and ported lower
intercooler:large NPR
nitrous system/shot size:N/A
exhaust manifold:rods header
turbo:stock .63 T3
wastegate:stock
exhaust size:3" crush bent dumped
engine management:LA3
a/f ratio, total timing, boost:15psi
fuel octane/brand/leaded or unleaded:93 pump gas
hp@rpm:243whp
trq@rpm:246tq
flex plate/flywheel:stock
convertor/clutch:RAM powergrip
transmission:stock T5 from 85 XR7
rear/ratio/tire type/tire size:3.45:1 7.5" trac-lok 245/45/17 kumho 711's
race weight without driver:2870
ET/MPH:14.6 @ 94(norwalk, OH)
next areas to be improved: better chassis for a good runnin combo
this is the only combo i have PROOF of. motor has seen 20psi w/a SC50 and a 97mph trap speed @ 5200ft. felt awesome, but never got to the dyno in that form....
--------------------------------------------------------------------------------
85 SVO
Shortblock- stock 90,000 miles
Head- BOPORT Stage 3
Cam- Esslinger 2277 .489"/.443" lift, 241/219@.050" straight up timing
Intakes- Ported lower, gutted upper.
Throttlebody- OEM
Intercooler- Spearco "Big" low mount
Nitrous- 0 shot
Header- Rod's stock location
Turbo- Precision SC61, .63AR turbine
Downpipe- ATR with external gate
Wategate- Tial 38mm
Exhaust- 3" mandrel bent through bullet muffler
Engine Management- 034 EFI standalone
A/F ratio 12:1, Timing 29, boost 28#
Clutch- SPEC stage III
Transmission- Stock T5
Fuel- Sunoco 110 leaded
HP- 436whp @ 6800rpm
--------------------------------------------------------------------------------
short block mods/compression ratio/displacement:ARP bottom, .030 over forged
head/port work/valve size:Garage port, .090 over valves, SS Ferrea swirl and undercut
cam specs/degrees adv-ret:RR, straight up
intake/throttle body:60 mm, custom upper, 40bob ported lower
intercooler:Saab 9000 FMIC
exhaust manifold:40bob 3rd Gen.
turbo:Stock IHI
wastegate:Stock IHI
exhaust size:Stock DP
engine management:Stock EEC
a/f ratio, total timing, boost:12.5 A/F, Base Timing
fuel octane/brand/leaded or unleaded:92 non-oxy
hp@rpm:197 @ 5000
trq@rpm:
flex plate/flywheel:Stock
convertor/clutch:Stock Pinto
transmission:C-4 B&M Shift Kit
rear/ratio/tire type/tire size:4.10 Hoosier 26X8
race weight without driver:2401 Lbs
ET/MPH:13.24 at 100.22 MPH
next areas to be improved:used hybrid .57 stg 3 is here. .420 turbo cam too
--------------------------------------------------------------------------------
Chassis type: 85.5 T-bird
short block mods/compression ratio/displacement: arp bolts,balanced rotating assembly, 20 over
head/port work/valve size: Lots of port work, and combustion chamber work
cam specs/degrees adv-ret:stock, 4 ret
intake/throttle body: stock
intercooler:2 88 tc ics, with homemade flange, mounted as fmic
nitrous system/shot size:none
exhaust manifold: ported e6
turbo: holset hy35
wastegate: stock holset
exhaust size: 142c.i.
engine management: pk1 J3
a/f ratio, total timing, boost: 13.5/1,20 degress, 26#
fuel octane/brand/leaded or unleaded:110 leaded
hp@rpm:?
trq@rpm:?
flex plate/flywheel: stock, lighten on brake lathe
convertor/clutch: dual friction center force
transmission: stock t5
rear/ratio/tire type/tire size:8.8/4.56/hoosier slick/26.5 x 9
race weight without driver:3100
ET/MPH:12.92 @ 104
next areas to be improved: 50 shot
--------------------------------------------------------------------------------
Chassis type: '76 Pinto
short block mods/compression ratio/displacement: Stock TC shortblock with Crower Sportsman rods, Total Seal rings. 8:1 comp.
head/port work/valve size: Mild porting, stock valves
cam specs/degrees adv-ret: Lunati 227/.500-111 LSA. Currently 6 degrees advanced.
intake/throttle body: Stock 60mm 5.0 TB. Stock lower intake, shortened and rotated upper.
intercooler: Stock TC, mounted under fender w/fan.
nitrous system/shot size: 70hp plate.
exhaust manifold: Stock E6
turbo: Stock T3
wastegate: Stock
exhaust size: 3"
engine management: Stock PC w/PE table chip by Juscuz. 5th injector rpm activated at 4400 rpm.
a/f ratio, total timing, boost: 10 deg. base timing, 21 psi boost.
fuel octane/brand/leaded or unleaded: 110 leaded.
hp@rpm: ?
trq@rpm: ?
flex plate/flywheel: Stock
convertor/clutch: Stock Pinto convertor
transmission: C-4 with reverse manual valve body
rear/ratio/tire type/tire size: 8", 3.80 gears, 8x26 Hoosier Quicktime Pros.
race weight w/driver: 2930 lbs.
ET/MPH: best ***. 11: 52 @ 115.81 mph
next areas to be improved: 4.10 gears, convertor, external wastegate, bigger turbo, suspension...those improvements needed as I go faster.
--------------------------------------------------------------------------------
Chassis type: 85 Ford Thunderbird, 90/10 Lakewood w/125# Coilovers front - Rear 50/50 Lakewood w/95# Coilovers - Quartermax Antiroll - D&D Adjustable upper control arms - D&D lower control arms - Pinion Angle set to 4degs.
short block mods/compression ratio/displacement: .030 Block w/Honda Oil Squirters - 9.0 JE flat top Forged Pistons - Esslinger windage tray - ARP Studs - Crower Sportsman 5.5" Rod w/cap screws - Stock Crank - Piston pins Floated - About 143 cu in
head/port work/valve size:Out of the box stock Esslinger SVO Aluminum Head
cam specs/degrees adv-ret:Esslinger Solid Roller Cam - 262 duration @ .050 - .655 lift - 300 average duration - 111.5 centerline - Running the cam straight up
intake/throttle body: Wilson 90mm
intercooler:Air/Water
nitrous system/shot size:250 shot installed but not yet being used
exhaust manifold:Custom center mount Rods SS header
turbo: http://www.precisionturbo.net/turboc...tegory_id=3026
Look for the SC6176E
wastegate:Turbosmart 38mm
exhaust size:4" down pipe only
engine management:FAST B2B
a/f ratio, total timing, boost:11.5 - 25 - 30
fuel octane/brand/leaded or unleaded:VP C16 leaded
hp@rpm
oing the math works out to be about 540RWHPtrq@rpm:
flex plate/flywheel:Reactor Flex Plate
convertor/clutch:Coan 7" converter
transmission:C4 w/PA Brake
rear/ratio/tire type/tire size:8.8- Strange Full Spool & Strange Axles- 4.56 - MT 28.0 X 9.0 X 15 inflated to 9psi
race weight with driver:3100#
ET/MPH:6.65@103.12 w/1.49 60' (1/8 mile) works out to be about a 10.37 1/4 mile
next areas to be improved:Tighter converter, Bigger turbo, and a little nitros thrown in!
--------------------------------------------------------------------------------
Chassis type: 1980 Capri
short block mods/compression ratio/displacement: Stock
head/port work/valve size: Stock
cam specs/degrees adv-ret: Ranger -4
intake/throttle body: Unported inline lower, custom box upper, 65mm TB
intercooler: Powerstroke
nitrous system/shot size: None
exhaust manifold: Unporrted E6
turbo: HX-35W Holset milled out split scroll
wastegate: Stock Holset
exhaust size: 3.5"
engine management: 8UA ecu blow through VAM 46pph injectors
a/f ratio, total timing, boost: 25 psi boost 12 dregees base timing.
fuel octane/brand/leaded or unleaded: half mix 92 pump and 100 unleaded.
hp@rpm:
trq@rpm:
flex plate/flywheel: stock
convertor/clutch: stock
transmission: 87 turbo coupe T5
rear/ratio/tire type/tire size: 3.54 8.8 Mcreary 26X8 dirt track tires
race weight without driver: 2500
ET/MPH: 12.660@108.18
next areas to be improved: Slicks, Clutch, Two step limiter and stand alone.
--------------------------------------------------------------------------------
Chassis type: 88 Thunderbird Turbo Coupe, CHE rear arms, weld in sub frames, daily driven, all accesories work including air.
short block mods/compression ratio/displacement: Stock Short Block
head/port work/valve size: Iron head, Big valves, pocket porting
cam specs/degrees adv-ret: Ranger Roller
intake/throttle body: Gutted upper / Ported lower (Bob Lee)/ stock TB
intercooler: Stock TC in stock location
nitrous system/shot size:None
exhaust manifold: Ported E6
turbo: SVO Style T-3 (.63 turbine/.60 cold side)
wastegate: Stock
exhaust size: 3" downpipe, 3" ATR cat back
engine management: LA3, Mallory ignition, 2 step for launch
a/f ratio, total timing, boost: Stock tuning, 10 degree base timing, 22 psi boost
fuel octane/brand/leaded or unleaded: pump Sunoco 94 unleaded
hp@rpm:
trq@rpm:
flex plate/flywheel: Stock
convertor/clutch: Ram power grip clutch, PP
transmission: TC 5 speed
rear/ratio/tire type/tire size: 3:55 Rear, MT ET Streets, 26/10.50-15
race weight without driver:
ET/MPH: 13.095 @ 103.2, car has gone 104.60 MPH
next areas to be improved: [/QB][/QUOTE]
Some additional tuning until the snow flies, then this car will be sold or parted and the engine combo moved to my new Capri
[QB] Chassis type: 84 Turbo GT
short block mods/compression ratio/displacement: Bone stock ? miles 88 TC short block
head/port work/valve size: Ported Big valve head
cam specs/degrees adv-ret:A237
intake/throttle body: Gator gutted turned turbocoupe intake/supercoupe throttle body
intercooler: Mack junkyard 30x17x4 3 inch in and out.
nitrous system/shot size: no nitrous
exhaust manifold: Bob big log, center mount
turbo: Holset HY35W
wastegate: ported stock (not ported enough yet)
exhaust size: 3.5 inch
engine management: EEC Tuner, 90mm mass air, 55lb injectors , MSD Digital 6+
a/f ratio, total timing, boost: still dialing in af ratio /PE timing , but at 8 degrees base, /30 psi of boost(see wastegate comment)
fuel octane/brand/leaded or unleaded: 93 octane pumop gas / Now I have switched to 50/50 pump gas and race gas 110 VP. Just for safety.
hp@rpm: 418.5rwhp/5800rpm
trq@rpm: 403rwtq/5600rpm
flex plate/flywheel: Stock convertor/clutch: SPEC stage III
transmission: Stock 88 TC 5 speed
rear/ratio/tire type/tire size: 8.8" with welded tubes, 33 spline Strange, Auburn Pro/ C clip eliminators, 4.10 Motorsport gears/ 28 inch tall MT drag radials (was running 3.73's with 26x10.5 ET streets)
race weight without driver: Keep forgetting to weight it. Full interior, AJE suspention, aluminum bumpers, 6 point roll bar. ET/MPH: Best ET 12.6sec, Best MPH 114mph (MANY EXCUSES) New best pass 11.98 at 115mph
NEWER best pass 11.7 at 120mph with a 2.02 60 ft
next areas to be improved: Swap to my built bottom end once I know its tuned, beat the crap out of it.
Chassis type: 1989 Merkur XR4ti
short block mods/compression ratio/displacement: 86 1/2 iron block, deck machined so pistons are .010 proud at TDC, bored .030 over and honed with 2” thick steel deck plate
head/port work/valve size: Esslinger Street Aluminum head, 1.890” intake, 1.590” exhaust valves
cam specs/degrees adv-ret: Esslinger 2277 cam
intake/throttle body: stock ported
intercooler: Richard Thompson Air/Water aftercooler
nitrous system/shot size: none… yet
exhaust manifold: Rods Header, unequal length..
turbo: T3/T4, TO4E 54trim/Stage I T3 turine .63 A/R (this turbo sucks, slow spool up, don't copy this)need stage III with 54 trim compressor I believe. UPDATE: changed to an SC50 turbo (T3/T4 50 trim compressor wheel with a stage II turbine wheel and .63 AR.... MUCH BETTER
wastegate: stock internal
exhaust size: 3” downpipe to 3” cat into a single 2 ½” inlet, dual 2” outlet triple pass muffler
engine management: EEC tuner
fuel management: 255lbhr Walbro intake pump, RC Eng 550cc injectors
a/f ratio, total timing, boost: ?, ?, 18lbs
fuel octane/brand/leaded or unleaded: regular unleaded
hp@rpm: ??
trq@rpm: ??
flex plate/flywheel: stock
convertor/clutch: stock stall at 1750 rpm. This really sucks and makes the car seem real slow, cam and turbo don’t come on until 4000 rpm.
transmission: modified C3, I swap between 2 of them every 20K miles or so
rear/ratio/tire type/tire size: Stock ’89 XR auto gearing 3.35?? , 215/65/15 street tires
race weight without driver: ?? yet
ET/MPH: ?? yet
next areas to be improved:
long runner intake, 2000 Mustang GT mass air conversion
CAR SUCKS, FEELS REAL SLOW, entire combination is NOT dialed in and not working well. Perhaps I should put manual trans as my first thing to change if I can’t locate a high stall converter for the C3. Cam comes on 3200 rpm, and boost doesn’t build until about 4K. Hoping that a long runner, small diameter intake will help bottom end along with mass air conversion. May try advancing timing also. Also...new/different turbo! Changed turbo... see above
[--------------------------------------------------------------------------------
Chassis type:1979 Mustang - Southside lower bars - boxed uppers - homemade anti roll bar - CE single adjustable shocks set loose - AJE tubular K member - Lakewood 90/10 struts - 10pt. MS cage
short block mods/compression ratio/displacement: E8 small journal block filled to the top - 2.5 Ranger crank - Venolia pistons - 5.32" GRP alu. rods - stock main caps and bolts - 11.4 compression - Felpro 1035, no o-rings.
head/port work/valve size:Unported Esslinger SVO alu. head - 1.89/1.59 - lots of valve spring seat pressure
cam specs/degrees adv-ret:Crane roller - 260@.050/.585"/112 LSA
intake/throttle body:Weber side draft intake for runners, box plenum, 75mm TB.
intercooler:Custom made air/air
nitrous system/shot size:One dry nozzle to spool, shuts off at 12psi.
exhaust manifold:Homemade 1.5" unequal length header.
turbo:Turbonetics T72/.81 Q trim.
wastegate:Racegate
exhaust size:4" downpipe - Dynomax Bullet muffler
engine management:Mechanical injection - Kinsler fuel pump - 4-.024" primary nozzles, 4-.055" secondary nozzles - Hilborn compensator valve. Electromotive HPX ignition.
a/f ratio, total timing, boost:A/F about 4:1 - 16 deg. total timing - 36 to 40 psi boost.
fuel octane/brand/leaded or unleaded:Methanol
hp@rpm:?
trq@rpm:?
flex plate/flywheel:Stock reinforced flexplate.
convertor/clutch:8" Coan convertor
transmission:C4 - fully rollerized - PA brake valve body - AODE Kevlar direct clutches.
rear/ratio/tire type/tire size:9" - 4.30 - MT or Hoosier 10" x 28" DOT
race weight with driver:2970 lbs.
ET/MPH: Best 1/4 - 9.12 @ 148.55 - best 1/8 - 5.77 @ 120.06 - best 60ft. - 1.27
next areas to be improved: New Borg Warner 75mm turbo for more boost
Update per Dave via PM...
short block mods - main caps strapped, studs
intercooler - Spearco air/water
exhaust manifold - homemade 1 5/8" divided header
turbo - Borg Warner S475/80R - 75mm inducer
engine management - 4 - .036" primary nozzles
4 - .055" secondary nozzles @ 150psi fuel
pressure
total boost - 42psi the highest so far
weight - 3050 w/driver
e.t. - 8.91 @ 153.72 1/4mi - 5.75 @ 123 1/8mi
areas to be improved - more boost
Chassis type: 1988 mustang notchback/ 8pt roll bar/subframe connectors
short block mods/compression ratio/displacement:je pistons/crower rods/ stock crank/ 8.4:1
head/port work/valve size: mild head port/oversize valves/ iron head/ head studs/ 1035 gasket
cam specs/degrees adv-ret: RR cam 4 degrees retarded
intake/throttle body: 65mm t/b stock intake
intercooler: spearco SVO kit
nitrous system/shot size: not yet
exhaust manifold: stinger header
turbo: t3/t4 stage 3 .82 exhaust housing
wastegate: external tial forgot size
exhaust size: 3 inch w/ cutout
engine management: megasquirt
a/f ratio, total timing, boost: 11.5:1 a/f 27 deg timing/ 28-30 psi
fuel octane/brand/leaded or unleaded: 111 leaded/ tractek fuel
hp@rpm: 379.9@4300
trq@rpm:420.3@4000
flex plate/flywheel: stock flyweel
convertor/clutch: clutchmaster
transmission: v8 t-5
rear/ratio/tire type/tire size: 8.8/ 32 spline axles/4:10grs/nittos and et streets 26x11.5x15
race weight without driver:2700
ET/MPH:not ran
next areas to be improved: cam/turbo
Chassis type: 78 ford pinto, interior gutted, heater removed
short block mods/compression ratio/displacement: 86 turbo block, std bore trw flat tops, std cast rings, deck surfaced, std crank, std 5.2 rods, all stock stuff
head/port work/valve size: stock d port open chamber head no port work, std valve size, head had 105000 miles when put back on repaired short block in 04 15$ fel pro 8993? gasket
cam specs/degrees adv-ret: ranger roller cam, non adjustable pulley
intake/throttle body: slightly ported lower to match ports, gutted, rotated upper shortened to fit under pinto hood, 65mm 4.6 tb
intercooler: volvo i/c
nitrous system/shot size: none
exhaust manifold: stinger header
turbo: holset hy35
wastegate: stock actuator from t-3 modded to fit on holset w/g hole ported to same size as flapper (about 1 1/6")
exhaust size: 3 1/2" front to rear bumper, all mandrel bends
engine management: stock la3 stock brown tops ford truck fuel pump with add on kicker pump, stock pinto fuel lines, kirban regulator set to 42#s at idle with vac line connected
a/f ratio, total timing, boost: a/f? timing set as stock 10 deg with spout disconnected, up to 27 lbs boost
fuel octane/brand/leaded or unleaded: 100-ll with about 2 1/2 gallons 115 leaded added stock tank full in car
hp@rpm: ?
trq@rpm: ?
flex plate/flywheel: std pinto flywheel
convertor/clutch: std "new" luk pinto clutch
transmission: pinto 4 speed
rear/ratio/tire type/tire size: 3:40 with mini spool cooper cobra 2356013 tires, tryed 13x8" m&h drag radials about the same et with each
race weight without driver: 2400 w/o 2640 with driver
ET/MPH: best et 13.36 best mph 108 best 60ft 2.15 best 1/8mi 8.61
next areas to be improved: T-5 with a good clutch, small pinto clutch would slip in 3d and be worthless in 4th, renew head with 1.89 1.59 valves, port work, change cam to better turbo type, re-ring with better rings, bigger i/c, better fuel management, walbro 255, etc, etc,
11-20-07, 06:54 PM
#42
Junior Member
Join Date: Apr 2007
Location: clarksville tn
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Chassis type:
short block mods/compression ratio/displacement: 87TC Block, bored .30 over, wiseco dished pistons (floating) crower rods MLS headgasket, studs.
head/port work/valve size:HEAVY professional porting, Modern Performance Inc. Cam. Double springs, roller everything. Adjustable gear
cam specs/degrees adv-ret: .505 lift/221
intake/throttle body:Ported lower, gutted turned upper, supercoupe throttle body
intercooler: big bar and plate front mount with H20 Injection
nitrous system/shot size: COMING SOON
exhaust manifold:BOBS LOG
turbo:HOLSET HY-35
wastegate:TIAL 38mm External
exhaust size:Full Mandrel Borla Stainless 3.00"
engine management:Microtec Standalone, with LC1 wideband
a/f ratio, total timing, boost: 11.5 under boost, lots of timing, 21 psi of boost. Timing and boost temporary till it's on a dyno
fuel octane/brand/leaded or unleaded:Sunoco 93
hp@rpm:?
trq@rpm:?
flex plate/flywheel:Stock replacement
convertor/clutch:SPEC 3
transmission:MUSTANG WC T5
rear/ratio/tire type/tire size:Rear ratio is explorer 8.8 3.73, limited slip, 31 spline axles, aluminum cover and rear disc brakes. Tires front 225/40/18 rears 265/35/20 (Street Wheels)
race weight without driver:ALOT
ET/MPH:?
next areas to be improved: Whats left
Chassis type: 84 SVO
short block mods/compression ratio/displacement: Stock block with JE pistons, Crower Sportsman rods stock length and piston are stock spec .030 over.
head/port work/valve size: ported stock big valve head.
cam specs/degrees adv-ret: Esslinger 2277 you know the specs.
intake/throttle body: Merkur intake non gutted with 95 Mustang TB by Huber Performance.
intercooler: Spearco air to water (big one)
nitrous system/shot size: Haven't used it.
exhaust manifold: Stinger header
turbo: Precision Turbo 61mm from MC Racing
wastegate: Turbonetics Evalution
exhaust size: 3" for now
engine management: Accel DFI Gen 7 with WBO2
a/f ratio, total timing, boost: 12:1 a/f 26-28* total timing, 28-30lbs of boost.
fuel octane/brand/leaded or unleaded: Track Tech 114 octane leaded fuel.
hp@rpm: 485 rwhp last time on the dyno turned down. HP calculators say 540 rwhp with mph and ET.
trq@rpm: 498 rwtq
flex plate/flywheel: Stock flywheel
convertor/clutch: Spec stage 3 plus
transmission: Stock T5
rear/ratio/tire type/tire size: 4:10 gears, 26x10 ET Drags.
race weight without driver: Need to weigh it but 3000lbs I think.
ET/MPH: 10.32 @ 132mph open exhuast, 10.69 @ 130 through the exhaust including tail pipe.
Fuel pump/injectors: 255lph HP pump with stock lines and rail with 75lb injectors and MSD boost a pump.
next areas to be improved: Built C4 soon! Over the winter new motor hopefully with SVO alum head, custom intake, fuel system, and new ignition system.
old orginal swap bone stock
short block mods/compression ratio/displacement:stock
head/port work/valve size:stock
cam specs/degrees adv-ret:stock
intake/throttle body:stock
intercooler:none(afterheater, tc under stang hood)
nitrous system/shot size:none
exhaust manifold:stock e6
turbo:stock IHI
wastegate:stock internal
exhaust size:open 2.25"
engine management:la3, large vam, 35#
a/f ratio, total timing, boost:15psi
fuel octane/brand/leaded or unleaded:93 oct
hp@rpm:?
trq@rpm:?
flex plate/flywheel:stock
convertor/clutch:stock
transmission:stock 4cly 5spd
rear/ratio/tire type/tire size:open 7.5", 4,10s, dunlop sport, 225/50/16
race weight without driver:2900+-
ET/MPH:14.4@98 one wheel spinning 2.3 60ft
next areas to be improved: did alot after but no times/dyno look for new Convertable proven after tuning
Chassis type: 87 mustang
short block mods/compression ratio/displacement: stock
head/port work/valve size: esslinger alum dport
cam specs/degrees adv-ret: engle 111
intake/throttle body: supercoupe homemade inline
intercooler: procharger
nitrous system/shot size:
exhaust manifold: stinger header
turbo: sc61 .63 AR stage 5 wheel
wastegate: 50mm HKS
exhaust size: 3inch
engine management: holley commander
a/f ratio, total timing, boost: 24 on pump 29 on racce gas
fuel octane/brand/leaded or unleaded: 93/114
hp@rpm:
trq@rpm:
flex plate/flywheel: flywheel
convertor/clutch: mcleod
transmission: t5
rear/ratio/tire type/tire size: 373 26x 10.5
race weight without driver: 2800
ET/MPH:11.1 @122 on 25psi
next areas to be improved:more tunning
Chassis type:---- 85 svo full weight
short block mods/compression ratio/displacement:---- Stock rebuilt shortblock
head/port work/valve size:---- ported iron head with 1.89/1.59 valves
cam specs/degrees adv-ret:---- a-237 2 degrees retarded
intake/throttle body:---- 65mm from 95gt
intercooler:---- big npr
nitrous system/shot size:---- n/a currently
exhaust manifold:---- huber header
turbo:---- hx-35 with split scroll still intact for future use
wastegate:---- 38mm tial wannabe
exhaust size:---- 3 inch dp into dynomax bullet
engine management:---- sds em-4
a/f ratio, total timing, boost:---- 12.1afr/17degrees total/29-30psi
fuel octane/brand/leaded or unleaded: ----93/110 leaded mix
hp@rpm:---- 421hp uncorrected at 5800rpm
trq@rpm:---- 421Tq uncorrected at 4900rpm (boost was coming in late because of leaking wastegate, inproper line routing made it hang open once it got to about 6psi. Shouldn't effect max numbers just affects where in the rpm range they are made)
flex plate/flywheel:---- stock heavy
convertor/clutch:---- stage 3 spec
transmission:---- v-8 with 2.95 first
rear/ratio/tire type/tire size:---- 8.8 with 3.73 gears/ daytona zr 245
race weight without driver:---- unknown
ET/MPH:---- 1/8 mile best et is 7.9 best mph is just under 94 but the two didn't happen at the same time. Best et's mph is 7.9/90mph with the old setup. New set up is 8.2/94mph with no traction.
next areas to be improved:---- Buying an aluminum head, needs tires in the worst way a stock zr tire vs 400hp isn't a fair fight, gearing the 2.95 v-8 tranny with 3.73 allows the rpm to drop to much and is causing me to have to shift the car past it's peak power just to avoid falling off of boost.
Very funny street car on normal boost (21psi) and pump fuel it makes 350rwhp.
Chassis type:---- 85 svo full weight
short block mods/compression ratio/displacement: crower billet rods wiesco pistons. Stock stroke .30 bore
head/port work/valve size: Esslinger Dport
cam specs/degrees adv-ret: 2277 straight up
intake/throttle body: 75mm rotated upper
intercooler: big npr
exhaust manifold: huber header
turbo: hx-35 with split scroll still intact for future use
wastegate: 38mm tial wannabe
exhaust size: 3inch
engine management: sds em-4
a/f ratio, total timing, boost:10.5afr/22degrees total/29-30psi
fuel octane/brand/leaded or unleaded:110 leaded
hp@rpm:----514 hp at 5400rpm
trq@rpm:---- 504 Tq at 4100rpm (stopped the hanging open gate issue)
flex plate/flywheel:---- stock heavy
convertor/clutch:---- stage 3 spec
transmission:4.03 first tbird t-5
rear/ratio/tire type/tire size: 8.8 4.10's micky t dr 235-60-15
race weight without driver:---- unknown
ET/MPH: Best 1/8 mile 7.51@96 Best 1/4 11.5@127mph
Alot of updates in there. I didn't relize it had gone on so long since I changed it.
I have dynoed it several times other then the 2 posted and can say that the cam timing running just 2 degrees retarded helped the car out and actually added about 10hp. Usally they just move it but it added. Also the afr on the run listed above after reviewing the sheets they emailed me show the afr was well below 10:1 for most of the run. Also the tires spinning affected things.
Chassis type: 1985 SVO mustang
short block mods/compression ratio/displacement: stock rods/pistons/crank/block from 1987 turbocoupe, ARP headstuds, Total-seal boost application gapless rings, clevite bearings, 1035 gasket
head/port work/valve size: heavily ported D-port head, 1.89I/1.59E valves
cam specs/degrees adv-ret: custom ground ranger roller regrind
intake/throttle body: stock upper/lower/TB (yea yea yea...)
intercooler: stock (yea yea yea...)
nitrous system/shot size: none
exhaust manifold: Bob's 2gen thermal-coated log
turbo: T3/T4E 50 trim hybrid, stage 3 .63AR
wastegate: stock (yea yea yea...)
exhaust size: 3" open downpipe
engine management: LA3 with 35# injectors, Kirban regulator
a/f ratio, total timing, boost: 12.2:1 on last pull (heatsoaked inter cooler gave up about 5000 RPM), SPOUT timing was 14*, boost was 17 PSI.
fuel octane/brand/leaded or unleaded: 93 pump
hp@rpm: 246 WHP@5600 RPM (still going up)
trq@rpm: 292 RWTq@4700 RPM
flex plate/flywheel: turned stock
convertor/clutch: spec stage 4
transmission: stock T5
rear/ratio/tire type/tire size: 7.5" 4.10 geared, tubular rear suspension, FMS spring, stock rims on drag radials
race weight without driver: ~2700 lbs
ET/MPH: 3 cars out on a 1998 cobra from 50-110
next areas to be improved: sold car/motor/most mods in peices, building a new car.
NOTE: dyno runs were done with pump gas on the stock intercooler. the only changes were timing. i cannot pull up my old thread but the car gained about 10 RWHP from a degree bump in timing, and heatsoaked real bad on the last run from a 3 PSI bump in boost (14 PSI to 17 PSI). the power flattened off at 5300, and the A:F went from 11.5 to 12.2 from 5200 to 5800. since i was running a 255 LPH intank walbro, with 35# injecters, i feel that was the point the stock interHEATER gave up the ghost.
Chassis type: 76 Chevette
short block mods/compression ratio/displacement: a little/7.5 ish/6.1 rod x .30 over bore =???
head/port work/valve size: Pinto Oval Port/yes/1.60E 1.84I
cam specs/degrees adv-ret: tell yeah later
intake/throttle body: custom lower w/pleneum/65mm mustang
intercooler: custom made to fit car
nitrous system/shot size: In the closet collecting dust
exhaust manifold: Rods stock mount
turbo: T3/T4
wastegate: stock audi mod’ed to work
exhaust size: 3.5 to 4” about 1.5’ long
engine management: SDS
a/f ratio, total timing, boost: ?/depends on day/18psi is as high as Ive went so far (still tuning)
fuel octane/brand/leaded or unleaded: 108/race track pump/unleaded
hp@rpm: ?/6800(she wants to go more)
trq@rpm: ?/6800 (she wants to go more)
flex plate/flywheel: Stock/Stock
convertor/clutch: 4500rpm lose/added forward Kevlar clutch and plates
transmission: c4 roller/rev. shift/trans brake
rear/ratio/tire type/tire size: 8”/3.80 or 4.10 or 3.55/ MT/26X8.5X15
race weight without driver: around 2200lbs
ET/MPH: 10.2O’s@125ish (goes faster every time I go to the track)
next areas to be improved:
Really well see after the beginning of the season. After the crash @ over 115mph and smacking the drivers side of the car into the wall @ the 1/8 mile marker, shes been reconstructed and rebuilt. Added a 12 piont cage,lowered the frt 2” and rear 3” with slickes tucked under the car and up in the wheel wells. Lexan glass, custom rear wing, redid the rear suspension and narrowed the rear again, aluminum dash, LM1 meter installed to help tune instead of guessing she needs x to get y. Redid the frt suspension and spindles, disc brakes at all 4 courners(how many chevettes you seen with 4 w/disc brakes). Refreshed engine, new bearing and rings ross pistons, checked the crower h beam rods(6.1), redid the head(basic clean up of carbon and installed new valves, guides,springs, cam bearings, trans freshend up. DAM Ive done redid the whole freaken car. That’s the first time I actually relized that. Needs paint. Theres something it needs.LOL
I go down now saying it will go mid 9's before the end of the year(06). Mark my words.
Chassis type: 1998 ford ranger shortbed stepside.
short block mods/compression ratio/displacement: 97 2.5L stock crank. Running Crower rods & weisco pistons 8-1 com head/port work/valve size: stock 98 dual p head.
cam specs/degrees adv-ret: stock 98 truck cam. Stock cam timing.
intake/throttle body: Stock 98 ranger t/b and intake.
intercooler: Volvo f/m intercooler with 2.5" piping.
nitrous system/shot size: NO nos.
exhaust manifold: Stinger header.
turbo: Holset H1C. 18cm exhaust housing.
wastegate: 38mm external.
exhaust size: 2.5" to 3"
engine management: 90mm MAF 60lb injectors.
Stock 98 ranger ECU tuned with SCT's pro racer package.
a/f ratio, total timing, boost: 11.5 A/F timmimg was recorded at 5deg It was suposed to be at 10 but I left the tuner at home SUX!! boost= 25PSI.
fuel octane/brand/leaded or unleaded: 93 oct pump gas.
hp@rpm: 312 RWHP @ 4500rpm's.
trq@rpm: 372 ft lbs @ 4000 rpms
flex plate/flywheel: Stock 98 ranger flywheel.
convertor/clutch: Stage 4 spec clutch
transmission: 5spd man stock 98 ranger.
rear/ratio/tire type/tire size: 410. BF goodrich-gforce drag radials. 15"
weight without driver: 2800 lbs.
ET/MPH: 13.5 @ 97mph. with the 2.3l. 2.5L has not yet seen the track
next areas to be improved: BV ported head and ported intake. 2277cam
lots more to improve.
Chassis type: Chainging over from a 84 gt350 mustang to a 1987 Plymouth Conquest Tsi
short block mods/compression ratio/displacement: Crower sportsman rods, ARP everything, windage tray, trw .020 over
head/port work/valve size: Self ported N/A Big Valve Head
cam specs/degrees adv-ret:RR at -6
intake/throttle body:Stock
intercooler:24x12x3(core) FMIC
nitrous system/shot size:50shot(havent used)
exhaust manifold:Ported E6
turbo:Holset HX35w with milled divider
wastegate:Holset
exhaust size:3" turboback
engine management:LA3, J3, 80MM, MSD 6al, 2step
a/f ratio, total timing, boost:af?, timing 10d base boost 20-25
fuel octane/brand/leaded or unleaded:93pump with an occasional can of torco
hp@rpm:???
trq@rpm:???
flex plate/flywheel:stock
convertor/clutch:Spec III
transmission:WC T5 3.35 first v8 OD
rear/ratio/tire type/tire size:3.55(IRS)
race weight without driver:???
ET/MPH:???faster than a ls1 with a 75shot, lid, cat back, and diablo programer.
next areas to be improved:get everything swapped into the Conquest. make a SS equal length header, make a sheet aluminum intake, change to a Holset HE351cw that I have. build a custom 3"+ exhaust, new IC piping, freshen up shortblock, and the list will never end.
Chassis type: 1985 SVO Mustang
short block mods/compression ratio/displacement: 192,000 miles on it and still climbing--1985 turbo block, stock crank, stock oil pump, stock oil pan, stock rods, stock pistons, McCord head gasket #7062M
head/port work/valve size: stock D-port head, ported and polished ports only, stock Intake/Exhaust valves/stock springs
cam specs/degrees adv-ret: stock camshaft, 6 degrees retard using Esslinger adjustable timing gear
intake/throttle body: stock inline upper/lower ported, stock throttle body
intercooler: stock 1988 Thunderbird
nitrous system/shot size: Dry Shot (0.030 jet) cools the intercooler/no fuel
exhaust manifold: ported E6
turbo: stock t3 turbine housing .63, stock Buick Grand National compressor housing .60 and wheel
wastegate: stock
exhaust size: ATR 3-inch downpipe
engine management: 14 degrees base timing, LA3 eec-iv, Tweecer RT with major mods (I’ll share my files with anyone that has a Tweecer), Blow-thru MAF, AN fuel lines, 255lph fuel pump, 55psi base fuel, AFR, 55lb/hr Precision injectors
a/f ratio, total timing, boost: 10.5:1 afr @ 3500-6000rpm, 24 degrees total, 20psi of boost
fuel octane/brand/leaded or unleaded: 93 unleaded
hp@rpm: TBA
trq@rpm: TBA
flex plate/flywheel: stock
convertor/clutch: stock
transmission: stock T5
rear/ratio/tire type/tire size: stock 7.5", 3.73 gears, Nitto 275/50/15 NT555R street slicks
race weight without driver: 2800lbs
ET/MPH: 1/8 ET: 8.0005 @ 88.41 mph
next areas to be improved: Stock clutch is slipping really bad
Chassis type: 1991 Ford Ranger Shortbed
short block mods/compression ratio/displacement:
85 Turbo Coupe Longblock
head/port work/valve size: Stock with adj cam gear
cam specs/degrees adv-ret: Stock
intake/throttle body: 65mm TB Ported inline upper
intercooler: Big NPR
nitrous system/shot size: None
exhaust manifold: Stinger Header
turbo: Holset Hy35
wastegate: External 38mm
exhaust size: Straight 3" From turbo back
engine management: SDS EM-4
a/f ratio, total timing, boost: 11.50/ base/ 11psi
fuel octane/brand/leaded or unleaded: Pump Gas
hp@rpm:Coming Soon
trq@rpm: Coming Soon
flex plate/flywheel: Stock Ranger
convertor/clutch: Stock Ranger
transmission: Stock Ranger
rear/ratio/tire type/tire size: 7.5, 4.10, radials, 265-50-15
race weight without driver: 2850
ET/MPH: 9.1 @ 78mph in the 1/8th.
Chassis type:93 mustang coupe
short block mods/compression ratio/displacement:stock 93 2.3l
head/port work/valve size:ported dual plug w/1.89/1.59 valves
cam specs/degrees adv-ret:a-234
intake/throttle body:94 mustang 60 mm
intercooler:none
nitrous system/shot size:125 horse
exhaust manifold:used header from circle track car(origin umknown)
turbo:none
wastegate:none
exhaust size:single 2 1/2 to split 2 1/4
engine management:stock
a/f ratio, total timing, boost:10 initial
fuel octane/brand/leaded or unleaded:112
hp@rpm:N/A
trq@rpm:N/A
flex plate/flywheel:stock
convertor/clutch:SPEC 3
transmission:stock 4 cyl T-5
rear/ratio/tire type/tire size:8.8, 4.10's,235-60 drag radials
race weight without driver:2800
ET/MPH:8.32@84 MPH in the 1/8th mile
Chassis type: 1980 Mustang
short block mods/compression ratio/displacement: none, 8.0:1, 140 CI (2.3L)
head/port work/valve size: Oval-Port head - gasket matched - stock valves
cam specs/degrees adv-ret: Ranger-Roller cam (stock out of a 91/92 Junkyard ranger)
intake/throttle body: 500 CFM Holley Carb with .73 jets - MASSIVE portwork on the manifold
intercooler: no intercooler
nitrous system/shot size: no N2O
exhaust manifold: Headman Headers "Pro-4" header 2.5" crossover pipe
turbo: Stock Turbo
wastegate: stock wastegate
exhaust size: 2" exhaust from turbo to bumper
engine management: none
a/f ratio, total timing, boost: 13:1 (solid across the board) - 10 Degrees base timing - 17lbs boost
fuel octane/brand/leaded or unleaded: 91 Octane - super america/speedway - unleaded
hp@rpm: 190.2 hp @ 5400 (still climbing)
trq@rpm: 197.8 ft/lb tq @ 4100 ~ 5000rpm
flex plate/flywheel: stock flywheel
convertor/clutch: stock clutch
transmission: fairly bad transmission (all the bearings are noisey) in 3rd gear
rear/ratio/tire type/tire size: 3.45:1 rear gears - cheap used radial - 225/60-15 Rear Tire
race weight without driver: un-weighed
ET/MPH: no times
next areas to be improved: 3" exhaust, MSD distributor, 6AL, BTM module with vacuum advance
Chassis type: sand rail
short block mods/compression ratio/displacement:85 turbo block, stock crank, esslinger HV oil pump, stock pan baffled, Crower sportmans rods stock lenth, flat top JE pistons, zero decked.
head/port work/valve size: esslinger iron head ported and polished, big valves.
cam specs/degrees adv-ret: 2277 esslinger, solid lifters
intake/throttle body: intake ported lower, gutted upper, 65mm tb
intercooler: stock
nitrous system/shot size:none
exhaust manifold: Rod's header turbo: turbonetics t3/t4 stage II/.48 ar
wastegate:tial
exhaust size: 3 inch
engine management: electromotive tech II, 75# RC injectors
a/f ratio, total timing, boost: 12/1 af, 23 degrees total, 22psi
fuel octane/brand/leaded or unleaded: 112
hp@rpm: 402/6000
trq@rpm: 390/4600
flex plate/flywheel:
convertor/clutch: stage 2
transmission:custom
rear/ratio/tire type/tire size:
race weight without driver:
ET/MPH:
next areas to be improved: Bigger IC
Chassis type: 87 TC
short block mods/compression ratio/displacement: All stock
head/port work/valve size: Stock
cam specs/degrees adv-ret: Stock
intake/throttle body: Stock
intercooler: Stock
nitrous system/shot size: No giggle gas
exhaust manifold: Stock
turbo: Stock IHI
wastegate: Stock
exhaust size: Open DP(2 1/4)
engine management: Stock LA3
a/f ratio, total timing, boost:~12.5:1-13:1 / N/A / 18lb
fuel octane/brand/leaded or unleaded: 93/Shell/unleaded
hp@rpm:N/A
trq@rpm:N/A
flex plate/flywheel:Stock
convertor/clutch:Spec/Stage III
transmission:T5 from 86 Bird
rear/ratio/tire type/tire size:8.8, 3.55, Old dry radials/ 255/50/16
race weight without driver:~3000
ET/MPH:15.3 at 89mph
next areas to be improved:Get a bird with less rust OR gut it even more
Chassis type:1986 SVO
short block mods/compression ratio/displacement:Stock shortblock
head/port work/valve size:Stock head
cam specs/degrees adv-ret:Stock cam
intake/throttle body:Bob gutted upper and ported lower
intercooler:GN IC with duttweiler neck *supercooled on the dyno*
nitrous system/shot size:None
exhaust manifold:Bobs big log
turbo:PTE SC50
wastegate:ATR 3" internal WG DP
exhaust size:Magnaflow 3" dual
engine management:Stock PE
a/f ratio, total timing, boost:Way rich, 17*, 21 PSI
fuel octane/brand/leaded or unleaded:100 octane from petro
hp@rpm:332@5400
trq@rpm:344@4500
flex plate/flywheel:Spec stage 3 stock flywheel
convertor/clutch:Spec stage 3
transmission:T5
rear/ratio/tire type/tire size:8.8 3.55:1 Nitto 555R 275-60-15
race weight without driver:3400
ET/MPH:None
next areas to be improved:out of commission
posted 02-26-2006 06:05 AM
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Chassis type: 84 svo
short block mods: stock
head/port work/valve size: 1.59/ 1.89 ported
cam : Ranger roller cam
intake/throttle body:65mm off a super coupe 88tc intake just cleaned up some on the ports
intercooler:npr small with 2.5 intake added on to it.
nitrous system/shot size: none
exhaust manifold:ported E6
turbo:t3t4 63 exhaust housing and a 60 trim
wastegate:stock
exhaust size:3" down and back to a borla xp
engine management: Moates J3 on a LA3 ecu. running pe program. 55lbs injectors with a 80mm maf off a 98 cobra.
a/f ratio, total timing, boost:a/f 10.5 to 11.5 set at 8 degs and 22 psi. Fuel set at 32 psi
fuel octane/brand/leaded or unleaded:93 oct
hp@rpm:286
trq@rpm:325
flex plate/flywheel:stock
convertor/clutch:stock and slipping
transmission:88 2.3 /na
rear/ratio/tire type/tire size:245/45/16
race weight without driver: too much!
ET/MPH:
next areas to be improved: Megaquirt or back to stock.
85 SVO
Shortblock- stock 95,000 miles
Head- Boport Stage IV ported Iron D port
Cam- Esslinger 2277 .489"/.443" lift, 241/219@.050" straight up timing
Intakes- Ported lower, gutted upper.
Throttlebody- OEM
Intercooler- Spearco "Big" low mount
Nitrous- 0 shot
Header- Rod's stock location
Turbo- Precision SC61, .63AR turbine
Downpipe- ATR with external gate
Wategate- Tial 38mm
Exhaust- 3" mandrel bent through bullet muffler
Engine Management- 034 EFI standalone
A/F ratio ?, Timing 27, boost 27-28#
Clutch- SPEC stage III
Transmission- Stock T5
Fuel- Sunoco 110 leaded
HP- 436whp @ 6800rpm
ET- Dynoqueen
Leaking heavy combustion, rough tune, high intake temperatures.
Next areas to be improved....Larger turbo, larger cam, better header, better intercooling, better tune, sealing, more rpm. Determined to scatter a stock shortblock, stay tuned!
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Chassis type: 88 Turbo Coupe
short block mods/compression ratio/displacement: stock stock stock
head/port work/valve size:stock
cam specs/degrees adv-ret:Crane Powermax Hydraulic/not sure how to read cam spec sheet
intake/throttle body:stock
intercooler:24"x14"x3" custom Active Radiator FMIC
nitrous system/shot size:Not Yet
exhaust manifold:Bob's 3rd Gen log
turbo: T3 (.60/.48)
wastegate:reman, unported
exhaust size:3"
engine management:NA
a/f ratio, total timing, boost:12* timing, ~20psi boost
fuel octane/brand/leaded or unleaded:Sunoco 94
hp@rpm:NA
trq@rpm:NA
flex plate/flywheel:flywheel
convertor/clutch:clutch Spec Stage 3
transmission:stock, rebuilt
rear/ratio/tire type/tire size:3:55/BFG gforce KDWS/245-50-16s
race weight without driver:~3300?
ET/MPH:3-10-06 2.239 60' 14.7@95.05mph(16.2/?87? old time-Summer-05)
next areas to be improved: bigger turbo, bigger injectors, tuner & wideband, than after thats all done I plan on home porting my head & intakes
Chassis type: 84 SVO
short block mods/compression ratio/displacement: Stock block with JE pistons, Crower Sportsman rods stock length and piston are stock spec .030 over.
head/port work/valve size: ported stock big valve head.
cam specs/degrees adv-ret: Esslinger 2277 you know the specs.
intake/throttle body: Merkur intake non gutted with 95 Mustang TB by Huber Performance.
intercooler: Spearco air to water (big one)
nitrous system/shot size: Haven't used it.
exhaust manifold: Stinger header
turbo: Precision Turbo 61mm from MC Racing
wastegate: Turbonetics Evalution
exhaust size: 3" for now
engine management: Accel DFI Gen 7 with WBO2
a/f ratio, total timing, boost: 12:1 a/f 26-28* total timing, 28-30lbs of boost.
fuel octane/brand/leaded or unleaded: Track Tech 114 octane leaded fuel.
hp@rpm: 485 rwhp last time on the dyno turned down. HP calculators say 540 rwhp with mph and ET.
trq@rpm: 498 rwtq
flex plate/flywheel: Stock flywheel
convertor/clutch: Neil Chance Custom converter
transmission:Performance Automatic Super Comp C4
rear/ratio/tire type/tire size: 4:10 gears, 26x10 ET Drags.
race weight without driver: Need to weigh it but 3000lbs I think.
ET/MPH: 10.32 @ 132mph open exhuast, 10.69 @ 130 through the exhaust including tail pipe.
Fuel pump/injectors: 255lph HP pump with stock lines and rail with 75lb injectors and MSD boost a pump.
next areas to be improved: Built C4 soon! Over the winter new motor hopefully with SVO alum head, custom intake, fuel system, and new ignition system.
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--------------------------------------------------------------------------------
Chassis type: 1987 TC
short block mods/compression ratio/displacement: original 148k mile shortblock
head/port work/valve size: ported big valve
cam specs/degrees adv-ret: a237 +2
intake/throttle body: stock
intercooler: ebay special with spearco 28x8x3 core
nitrous system/shot size: none
exhaust manifold: mildly ported e6
turbo: 50 trim t4 / .63 stage III t3
wastegate: internal
exhaust size: single 3" to 2.5" tailpipe
engine management: EEC tuner on LA3 w/80mm MAF
a/f ratio, total timing, boost: 11:1 / 25º / 24-25psi
fuel octane/brand/leaded or unleaded: ~97 octane
hp@rpm: ?
trq@rpm: ?
flex plate/flywheel: stock
convertor/clutch: spec stage III
transmission: t5
rear/ratio/tire type/tire size: 8.8 / 3.55 / et drag / 26x10.00r15
race weight without driver: 3300
ET/MPH: 12.31 @ 110
old video: http://videos.streetfire.net/video/9...D66EB52C22.htm
short block mods/compression ratio/displacement: Stock
head/port work/valve size: 1977 D-port, opened up exhaust side, some bowl blending, unshrouded valves, semi-polished chambers, 3-angle valve job
cam specs/degrees adv-ret: rebuild kit cam
intake/throttle body: stock
intercooler: stock SVO
nitrous system/shot size: N/A
exhaust manifold: ported E6
turbo: Stock turbo
wastegate: stock, with rod turned in a couple turns
exhaust size: 3" mandrel bend all the way, MAC Flowpath muffler
engine management: PE
a/f ratio, total timing, boost: Not sure on A/F or timing. Base timing was 10*. Boost was about 18 pai.
fuel octane/brand/leaded or unleaded: pump gas, premium
hp@rpm: 221 (don't remember RPM)
trq@rpm: 304 @ ~3200
flex plate/flywheel: stock
convertor/clutch: stock
transmission: stock
rear: 7.5" 3.45s, I think (stock)
Weight: 3050 without me or much gas. Best run was a 14.5 @ ~95. Not much of a driver...
short block mods/compression ratio/displacement: 87TC Block, bored .30 over, wiseco dished pistons (floating) crower rods MLS headgasket, studs.
head/port work/valve size:HEAVY professional porting, Modern Performance Inc. Cam. Double springs, roller everything. Adjustable gear
cam specs/degrees adv-ret: .505 lift/221
intake/throttle body:Ported lower, gutted turned upper, supercoupe throttle body
intercooler: big bar and plate front mount with H20 Injection
nitrous system/shot size: COMING SOON
exhaust manifold:BOBS LOG
turbo:HOLSET HY-35
wastegate:TIAL 38mm External
exhaust size:Full Mandrel Borla Stainless 3.00"
engine management:Microtec Standalone, with LC1 wideband
a/f ratio, total timing, boost: 11.5 under boost, lots of timing, 21 psi of boost. Timing and boost temporary till it's on a dyno
fuel octane/brand/leaded or unleaded:Sunoco 93
hp@rpm:?
trq@rpm:?
flex plate/flywheel:Stock replacement
convertor/clutch:SPEC 3
transmission:MUSTANG WC T5
rear/ratio/tire type/tire size:Rear ratio is explorer 8.8 3.73, limited slip, 31 spline axles, aluminum cover and rear disc brakes. Tires front 225/40/18 rears 265/35/20 (Street Wheels)
race weight without driver:ALOT
ET/MPH:?
next areas to be improved: Whats left
Chassis type: 84 SVO
short block mods/compression ratio/displacement: Stock block with JE pistons, Crower Sportsman rods stock length and piston are stock spec .030 over.
head/port work/valve size: ported stock big valve head.
cam specs/degrees adv-ret: Esslinger 2277 you know the specs.
intake/throttle body: Merkur intake non gutted with 95 Mustang TB by Huber Performance.
intercooler: Spearco air to water (big one)
nitrous system/shot size: Haven't used it.
exhaust manifold: Stinger header
turbo: Precision Turbo 61mm from MC Racing
wastegate: Turbonetics Evalution
exhaust size: 3" for now
engine management: Accel DFI Gen 7 with WBO2
a/f ratio, total timing, boost: 12:1 a/f 26-28* total timing, 28-30lbs of boost.
fuel octane/brand/leaded or unleaded: Track Tech 114 octane leaded fuel.
hp@rpm: 485 rwhp last time on the dyno turned down. HP calculators say 540 rwhp with mph and ET.
trq@rpm: 498 rwtq
flex plate/flywheel: Stock flywheel
convertor/clutch: Spec stage 3 plus
transmission: Stock T5
rear/ratio/tire type/tire size: 4:10 gears, 26x10 ET Drags.
race weight without driver: Need to weigh it but 3000lbs I think.
ET/MPH: 10.32 @ 132mph open exhuast, 10.69 @ 130 through the exhaust including tail pipe.
Fuel pump/injectors: 255lph HP pump with stock lines and rail with 75lb injectors and MSD boost a pump.
next areas to be improved: Built C4 soon! Over the winter new motor hopefully with SVO alum head, custom intake, fuel system, and new ignition system.
old orginal swap bone stock
short block mods/compression ratio/displacement:stock
head/port work/valve size:stock
cam specs/degrees adv-ret:stock
intake/throttle body:stock
intercooler:none(afterheater, tc under stang hood)
nitrous system/shot size:none
exhaust manifold:stock e6
turbo:stock IHI
wastegate:stock internal
exhaust size:open 2.25"
engine management:la3, large vam, 35#
a/f ratio, total timing, boost:15psi
fuel octane/brand/leaded or unleaded:93 oct
hp@rpm:?
trq@rpm:?
flex plate/flywheel:stock
convertor/clutch:stock
transmission:stock 4cly 5spd
rear/ratio/tire type/tire size:open 7.5", 4,10s, dunlop sport, 225/50/16
race weight without driver:2900+-
ET/MPH:14.4@98 one wheel spinning 2.3 60ft
next areas to be improved: did alot after but no times/dyno look for new Convertable proven after tuning
Chassis type: 87 mustang
short block mods/compression ratio/displacement: stock
head/port work/valve size: esslinger alum dport
cam specs/degrees adv-ret: engle 111
intake/throttle body: supercoupe homemade inline
intercooler: procharger
nitrous system/shot size:
exhaust manifold: stinger header
turbo: sc61 .63 AR stage 5 wheel
wastegate: 50mm HKS
exhaust size: 3inch
engine management: holley commander
a/f ratio, total timing, boost: 24 on pump 29 on racce gas
fuel octane/brand/leaded or unleaded: 93/114
hp@rpm:
trq@rpm:
flex plate/flywheel: flywheel
convertor/clutch: mcleod
transmission: t5
rear/ratio/tire type/tire size: 373 26x 10.5
race weight without driver: 2800
ET/MPH:11.1 @122 on 25psi
next areas to be improved:more tunning
Chassis type:---- 85 svo full weight
short block mods/compression ratio/displacement:---- Stock rebuilt shortblock
head/port work/valve size:---- ported iron head with 1.89/1.59 valves
cam specs/degrees adv-ret:---- a-237 2 degrees retarded
intake/throttle body:---- 65mm from 95gt
intercooler:---- big npr
nitrous system/shot size:---- n/a currently
exhaust manifold:---- huber header
turbo:---- hx-35 with split scroll still intact for future use
wastegate:---- 38mm tial wannabe
exhaust size:---- 3 inch dp into dynomax bullet
engine management:---- sds em-4
a/f ratio, total timing, boost:---- 12.1afr/17degrees total/29-30psi
fuel octane/brand/leaded or unleaded: ----93/110 leaded mix
hp@rpm:---- 421hp uncorrected at 5800rpm
trq@rpm:---- 421Tq uncorrected at 4900rpm (boost was coming in late because of leaking wastegate, inproper line routing made it hang open once it got to about 6psi. Shouldn't effect max numbers just affects where in the rpm range they are made)
flex plate/flywheel:---- stock heavy
convertor/clutch:---- stage 3 spec
transmission:---- v-8 with 2.95 first
rear/ratio/tire type/tire size:---- 8.8 with 3.73 gears/ daytona zr 245
race weight without driver:---- unknown
ET/MPH:---- 1/8 mile best et is 7.9 best mph is just under 94 but the two didn't happen at the same time. Best et's mph is 7.9/90mph with the old setup. New set up is 8.2/94mph with no traction.
next areas to be improved:---- Buying an aluminum head, needs tires in the worst way a stock zr tire vs 400hp isn't a fair fight, gearing the 2.95 v-8 tranny with 3.73 allows the rpm to drop to much and is causing me to have to shift the car past it's peak power just to avoid falling off of boost.
Very funny street car on normal boost (21psi) and pump fuel it makes 350rwhp.
Chassis type:---- 85 svo full weight
short block mods/compression ratio/displacement: crower billet rods wiesco pistons. Stock stroke .30 bore
head/port work/valve size: Esslinger Dport
cam specs/degrees adv-ret: 2277 straight up
intake/throttle body: 75mm rotated upper
intercooler: big npr
exhaust manifold: huber header
turbo: hx-35 with split scroll still intact for future use
wastegate: 38mm tial wannabe
exhaust size: 3inch
engine management: sds em-4
a/f ratio, total timing, boost:10.5afr/22degrees total/29-30psi
fuel octane/brand/leaded or unleaded:110 leaded
hp@rpm:----514 hp at 5400rpm
trq@rpm:---- 504 Tq at 4100rpm (stopped the hanging open gate issue)
flex plate/flywheel:---- stock heavy
convertor/clutch:---- stage 3 spec
transmission:4.03 first tbird t-5
rear/ratio/tire type/tire size: 8.8 4.10's micky t dr 235-60-15
race weight without driver:---- unknown
ET/MPH: Best 1/8 mile 7.51@96 Best 1/4 11.5@127mph
Alot of updates in there. I didn't relize it had gone on so long since I changed it.
I have dynoed it several times other then the 2 posted and can say that the cam timing running just 2 degrees retarded helped the car out and actually added about 10hp. Usally they just move it but it added. Also the afr on the run listed above after reviewing the sheets they emailed me show the afr was well below 10:1 for most of the run. Also the tires spinning affected things.
Chassis type: 1985 SVO mustang
short block mods/compression ratio/displacement: stock rods/pistons/crank/block from 1987 turbocoupe, ARP headstuds, Total-seal boost application gapless rings, clevite bearings, 1035 gasket
head/port work/valve size: heavily ported D-port head, 1.89I/1.59E valves
cam specs/degrees adv-ret: custom ground ranger roller regrind
intake/throttle body: stock upper/lower/TB (yea yea yea...)
intercooler: stock (yea yea yea...)
nitrous system/shot size: none
exhaust manifold: Bob's 2gen thermal-coated log
turbo: T3/T4E 50 trim hybrid, stage 3 .63AR
wastegate: stock (yea yea yea...)
exhaust size: 3" open downpipe
engine management: LA3 with 35# injectors, Kirban regulator
a/f ratio, total timing, boost: 12.2:1 on last pull (heatsoaked inter cooler gave up about 5000 RPM), SPOUT timing was 14*, boost was 17 PSI.
fuel octane/brand/leaded or unleaded: 93 pump
hp@rpm: 246 WHP@5600 RPM (still going up)
trq@rpm: 292 RWTq@4700 RPM
flex plate/flywheel: turned stock
convertor/clutch: spec stage 4
transmission: stock T5
rear/ratio/tire type/tire size: 7.5" 4.10 geared, tubular rear suspension, FMS spring, stock rims on drag radials
race weight without driver: ~2700 lbs
ET/MPH: 3 cars out on a 1998 cobra from 50-110
next areas to be improved: sold car/motor/most mods in peices, building a new car.
NOTE: dyno runs were done with pump gas on the stock intercooler. the only changes were timing. i cannot pull up my old thread but the car gained about 10 RWHP from a degree bump in timing, and heatsoaked real bad on the last run from a 3 PSI bump in boost (14 PSI to 17 PSI). the power flattened off at 5300, and the A:F went from 11.5 to 12.2 from 5200 to 5800. since i was running a 255 LPH intank walbro, with 35# injecters, i feel that was the point the stock interHEATER gave up the ghost.
Chassis type: 76 Chevette
short block mods/compression ratio/displacement: a little/7.5 ish/6.1 rod x .30 over bore =???
head/port work/valve size: Pinto Oval Port/yes/1.60E 1.84I
cam specs/degrees adv-ret: tell yeah later
intake/throttle body: custom lower w/pleneum/65mm mustang
intercooler: custom made to fit car
nitrous system/shot size: In the closet collecting dust
exhaust manifold: Rods stock mount
turbo: T3/T4
wastegate: stock audi mod’ed to work
exhaust size: 3.5 to 4” about 1.5’ long
engine management: SDS
a/f ratio, total timing, boost: ?/depends on day/18psi is as high as Ive went so far (still tuning)
fuel octane/brand/leaded or unleaded: 108/race track pump/unleaded
hp@rpm: ?/6800(she wants to go more)
trq@rpm: ?/6800 (she wants to go more)
flex plate/flywheel: Stock/Stock
convertor/clutch: 4500rpm lose/added forward Kevlar clutch and plates
transmission: c4 roller/rev. shift/trans brake
rear/ratio/tire type/tire size: 8”/3.80 or 4.10 or 3.55/ MT/26X8.5X15
race weight without driver: around 2200lbs
ET/MPH: 10.2O’s@125ish (goes faster every time I go to the track)
next areas to be improved:
Really well see after the beginning of the season. After the crash @ over 115mph and smacking the drivers side of the car into the wall @ the 1/8 mile marker, shes been reconstructed and rebuilt. Added a 12 piont cage,lowered the frt 2” and rear 3” with slickes tucked under the car and up in the wheel wells. Lexan glass, custom rear wing, redid the rear suspension and narrowed the rear again, aluminum dash, LM1 meter installed to help tune instead of guessing she needs x to get y. Redid the frt suspension and spindles, disc brakes at all 4 courners(how many chevettes you seen with 4 w/disc brakes). Refreshed engine, new bearing and rings ross pistons, checked the crower h beam rods(6.1), redid the head(basic clean up of carbon and installed new valves, guides,springs, cam bearings, trans freshend up. DAM Ive done redid the whole freaken car. That’s the first time I actually relized that. Needs paint. Theres something it needs.LOL
I go down now saying it will go mid 9's before the end of the year(06). Mark my words.
Chassis type: 1998 ford ranger shortbed stepside.
short block mods/compression ratio/displacement: 97 2.5L stock crank. Running Crower rods & weisco pistons 8-1 com head/port work/valve size: stock 98 dual p head.
cam specs/degrees adv-ret: stock 98 truck cam. Stock cam timing.
intake/throttle body: Stock 98 ranger t/b and intake.
intercooler: Volvo f/m intercooler with 2.5" piping.
nitrous system/shot size: NO nos.
exhaust manifold: Stinger header.
turbo: Holset H1C. 18cm exhaust housing.
wastegate: 38mm external.
exhaust size: 2.5" to 3"
engine management: 90mm MAF 60lb injectors.
Stock 98 ranger ECU tuned with SCT's pro racer package.
a/f ratio, total timing, boost: 11.5 A/F timmimg was recorded at 5deg It was suposed to be at 10 but I left the tuner at home SUX!! boost= 25PSI.
fuel octane/brand/leaded or unleaded: 93 oct pump gas.
hp@rpm: 312 RWHP @ 4500rpm's.
trq@rpm: 372 ft lbs @ 4000 rpms
flex plate/flywheel: Stock 98 ranger flywheel.
convertor/clutch: Stage 4 spec clutch
transmission: 5spd man stock 98 ranger.
rear/ratio/tire type/tire size: 410. BF goodrich-gforce drag radials. 15"
weight without driver: 2800 lbs.
ET/MPH: 13.5 @ 97mph. with the 2.3l. 2.5L has not yet seen the track
next areas to be improved: BV ported head and ported intake. 2277cam
lots more to improve.
Chassis type: Chainging over from a 84 gt350 mustang to a 1987 Plymouth Conquest Tsi
short block mods/compression ratio/displacement: Crower sportsman rods, ARP everything, windage tray, trw .020 over
head/port work/valve size: Self ported N/A Big Valve Head
cam specs/degrees adv-ret:RR at -6
intake/throttle body:Stock
intercooler:24x12x3(core) FMIC
nitrous system/shot size:50shot(havent used)
exhaust manifold:Ported E6
turbo:Holset HX35w with milled divider
wastegate:Holset
exhaust size:3" turboback
engine management:LA3, J3, 80MM, MSD 6al, 2step
a/f ratio, total timing, boost:af?, timing 10d base boost 20-25
fuel octane/brand/leaded or unleaded:93pump with an occasional can of torco
hp@rpm:???
trq@rpm:???
flex plate/flywheel:stock
convertor/clutch:Spec III
transmission:WC T5 3.35 first v8 OD
rear/ratio/tire type/tire size:3.55(IRS)
race weight without driver:???
ET/MPH:???faster than a ls1 with a 75shot, lid, cat back, and diablo programer.
next areas to be improved:get everything swapped into the Conquest. make a SS equal length header, make a sheet aluminum intake, change to a Holset HE351cw that I have. build a custom 3"+ exhaust, new IC piping, freshen up shortblock, and the list will never end.
Chassis type: 1985 SVO Mustang
short block mods/compression ratio/displacement: 192,000 miles on it and still climbing--1985 turbo block, stock crank, stock oil pump, stock oil pan, stock rods, stock pistons, McCord head gasket #7062M
head/port work/valve size: stock D-port head, ported and polished ports only, stock Intake/Exhaust valves/stock springs
cam specs/degrees adv-ret: stock camshaft, 6 degrees retard using Esslinger adjustable timing gear
intake/throttle body: stock inline upper/lower ported, stock throttle body
intercooler: stock 1988 Thunderbird
nitrous system/shot size: Dry Shot (0.030 jet) cools the intercooler/no fuel
exhaust manifold: ported E6
turbo: stock t3 turbine housing .63, stock Buick Grand National compressor housing .60 and wheel
wastegate: stock
exhaust size: ATR 3-inch downpipe
engine management: 14 degrees base timing, LA3 eec-iv, Tweecer RT with major mods (I’ll share my files with anyone that has a Tweecer), Blow-thru MAF, AN fuel lines, 255lph fuel pump, 55psi base fuel, AFR, 55lb/hr Precision injectors
a/f ratio, total timing, boost: 10.5:1 afr @ 3500-6000rpm, 24 degrees total, 20psi of boost
fuel octane/brand/leaded or unleaded: 93 unleaded
hp@rpm: TBA
trq@rpm: TBA
flex plate/flywheel: stock
convertor/clutch: stock
transmission: stock T5
rear/ratio/tire type/tire size: stock 7.5", 3.73 gears, Nitto 275/50/15 NT555R street slicks
race weight without driver: 2800lbs
ET/MPH: 1/8 ET: 8.0005 @ 88.41 mph
next areas to be improved: Stock clutch is slipping really bad
Chassis type: 1991 Ford Ranger Shortbed
short block mods/compression ratio/displacement:
85 Turbo Coupe Longblock
head/port work/valve size: Stock with adj cam gear
cam specs/degrees adv-ret: Stock
intake/throttle body: 65mm TB Ported inline upper
intercooler: Big NPR
nitrous system/shot size: None
exhaust manifold: Stinger Header
turbo: Holset Hy35
wastegate: External 38mm
exhaust size: Straight 3" From turbo back
engine management: SDS EM-4
a/f ratio, total timing, boost: 11.50/ base/ 11psi
fuel octane/brand/leaded or unleaded: Pump Gas
hp@rpm:Coming Soon
trq@rpm: Coming Soon
flex plate/flywheel: Stock Ranger
convertor/clutch: Stock Ranger
transmission: Stock Ranger
rear/ratio/tire type/tire size: 7.5, 4.10, radials, 265-50-15
race weight without driver: 2850
ET/MPH: 9.1 @ 78mph in the 1/8th.
Chassis type:93 mustang coupe
short block mods/compression ratio/displacement:stock 93 2.3l
head/port work/valve size:ported dual plug w/1.89/1.59 valves
cam specs/degrees adv-ret:a-234
intake/throttle body:94 mustang 60 mm
intercooler:none
nitrous system/shot size:125 horse
exhaust manifold:used header from circle track car(origin umknown)
turbo:none
wastegate:none
exhaust size:single 2 1/2 to split 2 1/4
engine management:stock
a/f ratio, total timing, boost:10 initial
fuel octane/brand/leaded or unleaded:112
hp@rpm:N/A
trq@rpm:N/A
flex plate/flywheel:stock
convertor/clutch:SPEC 3
transmission:stock 4 cyl T-5
rear/ratio/tire type/tire size:8.8, 4.10's,235-60 drag radials
race weight without driver:2800
ET/MPH:8.32@84 MPH in the 1/8th mile
Chassis type: 1980 Mustang
short block mods/compression ratio/displacement: none, 8.0:1, 140 CI (2.3L)
head/port work/valve size: Oval-Port head - gasket matched - stock valves
cam specs/degrees adv-ret: Ranger-Roller cam (stock out of a 91/92 Junkyard ranger)
intake/throttle body: 500 CFM Holley Carb with .73 jets - MASSIVE portwork on the manifold
intercooler: no intercooler
nitrous system/shot size: no N2O
exhaust manifold: Headman Headers "Pro-4" header 2.5" crossover pipe
turbo: Stock Turbo
wastegate: stock wastegate
exhaust size: 2" exhaust from turbo to bumper
engine management: none
a/f ratio, total timing, boost: 13:1 (solid across the board) - 10 Degrees base timing - 17lbs boost
fuel octane/brand/leaded or unleaded: 91 Octane - super america/speedway - unleaded
hp@rpm: 190.2 hp @ 5400 (still climbing)
trq@rpm: 197.8 ft/lb tq @ 4100 ~ 5000rpm
flex plate/flywheel: stock flywheel
convertor/clutch: stock clutch
transmission: fairly bad transmission (all the bearings are noisey) in 3rd gear
rear/ratio/tire type/tire size: 3.45:1 rear gears - cheap used radial - 225/60-15 Rear Tire
race weight without driver: un-weighed
ET/MPH: no times
next areas to be improved: 3" exhaust, MSD distributor, 6AL, BTM module with vacuum advance
Chassis type: sand rail
short block mods/compression ratio/displacement:85 turbo block, stock crank, esslinger HV oil pump, stock pan baffled, Crower sportmans rods stock lenth, flat top JE pistons, zero decked.
head/port work/valve size: esslinger iron head ported and polished, big valves.
cam specs/degrees adv-ret: 2277 esslinger, solid lifters
intake/throttle body: intake ported lower, gutted upper, 65mm tb
intercooler: stock
nitrous system/shot size:none
exhaust manifold: Rod's header turbo: turbonetics t3/t4 stage II/.48 ar
wastegate:tial
exhaust size: 3 inch
engine management: electromotive tech II, 75# RC injectors
a/f ratio, total timing, boost: 12/1 af, 23 degrees total, 22psi
fuel octane/brand/leaded or unleaded: 112
hp@rpm: 402/6000
trq@rpm: 390/4600
flex plate/flywheel:
convertor/clutch: stage 2
transmission:custom
rear/ratio/tire type/tire size:
race weight without driver:
ET/MPH:
next areas to be improved: Bigger IC
Chassis type: 87 TC
short block mods/compression ratio/displacement: All stock
head/port work/valve size: Stock
cam specs/degrees adv-ret: Stock
intake/throttle body: Stock
intercooler: Stock
nitrous system/shot size: No giggle gas
exhaust manifold: Stock
turbo: Stock IHI
wastegate: Stock
exhaust size: Open DP(2 1/4)
engine management: Stock LA3
a/f ratio, total timing, boost:~12.5:1-13:1 / N/A / 18lb
fuel octane/brand/leaded or unleaded: 93/Shell/unleaded
hp@rpm:N/A
trq@rpm:N/A
flex plate/flywheel:Stock
convertor/clutch:Spec/Stage III
transmission:T5 from 86 Bird
rear/ratio/tire type/tire size:8.8, 3.55, Old dry radials/ 255/50/16
race weight without driver:~3000
ET/MPH:15.3 at 89mph
next areas to be improved:Get a bird with less rust OR gut it even more
Chassis type:1986 SVO
short block mods/compression ratio/displacement:Stock shortblock
head/port work/valve size:Stock head
cam specs/degrees adv-ret:Stock cam
intake/throttle body:Bob gutted upper and ported lower
intercooler:GN IC with duttweiler neck *supercooled on the dyno*
nitrous system/shot size:None
exhaust manifold:Bobs big log
turbo:PTE SC50
wastegate:ATR 3" internal WG DP
exhaust size:Magnaflow 3" dual
engine management:Stock PE
a/f ratio, total timing, boost:Way rich, 17*, 21 PSI
fuel octane/brand/leaded or unleaded:100 octane from petro
hp@rpm:332@5400
trq@rpm:344@4500
flex plate/flywheel:Spec stage 3 stock flywheel
convertor/clutch:Spec stage 3
transmission:T5
rear/ratio/tire type/tire size:8.8 3.55:1 Nitto 555R 275-60-15
race weight without driver:3400
ET/MPH:None
next areas to be improved:out of commission
posted 02-26-2006 06:05 AM
--------------------------------------------------------------------------------
Chassis type: 84 svo
short block mods: stock
head/port work/valve size: 1.59/ 1.89 ported
cam : Ranger roller cam
intake/throttle body:65mm off a super coupe 88tc intake just cleaned up some on the ports
intercooler:npr small with 2.5 intake added on to it.
nitrous system/shot size: none
exhaust manifold:ported E6
turbo:t3t4 63 exhaust housing and a 60 trim
wastegate:stock
exhaust size:3" down and back to a borla xp
engine management: Moates J3 on a LA3 ecu. running pe program. 55lbs injectors with a 80mm maf off a 98 cobra.
a/f ratio, total timing, boost:a/f 10.5 to 11.5 set at 8 degs and 22 psi. Fuel set at 32 psi
fuel octane/brand/leaded or unleaded:93 oct
hp@rpm:286
trq@rpm:325
flex plate/flywheel:stock
convertor/clutch:stock and slipping
transmission:88 2.3 /na
rear/ratio/tire type/tire size:245/45/16
race weight without driver: too much!
ET/MPH:
next areas to be improved: Megaquirt or back to stock.
85 SVO
Shortblock- stock 95,000 miles
Head- Boport Stage IV ported Iron D port
Cam- Esslinger 2277 .489"/.443" lift, 241/219@.050" straight up timing
Intakes- Ported lower, gutted upper.
Throttlebody- OEM
Intercooler- Spearco "Big" low mount
Nitrous- 0 shot
Header- Rod's stock location
Turbo- Precision SC61, .63AR turbine
Downpipe- ATR with external gate
Wategate- Tial 38mm
Exhaust- 3" mandrel bent through bullet muffler
Engine Management- 034 EFI standalone
A/F ratio ?, Timing 27, boost 27-28#
Clutch- SPEC stage III
Transmission- Stock T5
Fuel- Sunoco 110 leaded
HP- 436whp @ 6800rpm
ET- Dynoqueen
Leaking heavy combustion, rough tune, high intake temperatures.
Next areas to be improved....Larger turbo, larger cam, better header, better intercooling, better tune, sealing, more rpm. Determined to scatter a stock shortblock, stay tuned!
--------------------------------------------------------------------------------
Chassis type: 88 Turbo Coupe
short block mods/compression ratio/displacement: stock stock stock
head/port work/valve size:stock
cam specs/degrees adv-ret:Crane Powermax Hydraulic/not sure how to read cam spec sheet
intake/throttle body:stock
intercooler:24"x14"x3" custom Active Radiator FMIC
nitrous system/shot size:Not Yet
exhaust manifold:Bob's 3rd Gen log
turbo: T3 (.60/.48)
wastegate:reman, unported
exhaust size:3"
engine management:NA
a/f ratio, total timing, boost:12* timing, ~20psi boost
fuel octane/brand/leaded or unleaded:Sunoco 94
hp@rpm:NA
trq@rpm:NA
flex plate/flywheel:flywheel
convertor/clutch:clutch Spec Stage 3
transmission:stock, rebuilt
rear/ratio/tire type/tire size:3:55/BFG gforce KDWS/245-50-16s
race weight without driver:~3300?
ET/MPH:3-10-06 2.239 60' 14.7@95.05mph(16.2/?87? old time-Summer-05)
next areas to be improved: bigger turbo, bigger injectors, tuner & wideband, than after thats all done I plan on home porting my head & intakes
Chassis type: 84 SVO
short block mods/compression ratio/displacement: Stock block with JE pistons, Crower Sportsman rods stock length and piston are stock spec .030 over.
head/port work/valve size: ported stock big valve head.
cam specs/degrees adv-ret: Esslinger 2277 you know the specs.
intake/throttle body: Merkur intake non gutted with 95 Mustang TB by Huber Performance.
intercooler: Spearco air to water (big one)
nitrous system/shot size: Haven't used it.
exhaust manifold: Stinger header
turbo: Precision Turbo 61mm from MC Racing
wastegate: Turbonetics Evalution
exhaust size: 3" for now
engine management: Accel DFI Gen 7 with WBO2
a/f ratio, total timing, boost: 12:1 a/f 26-28* total timing, 28-30lbs of boost.
fuel octane/brand/leaded or unleaded: Track Tech 114 octane leaded fuel.
hp@rpm: 485 rwhp last time on the dyno turned down. HP calculators say 540 rwhp with mph and ET.
trq@rpm: 498 rwtq
flex plate/flywheel: Stock flywheel
convertor/clutch: Neil Chance Custom converter
transmission:Performance Automatic Super Comp C4
rear/ratio/tire type/tire size: 4:10 gears, 26x10 ET Drags.
race weight without driver: Need to weigh it but 3000lbs I think.
ET/MPH: 10.32 @ 132mph open exhuast, 10.69 @ 130 through the exhaust including tail pipe.
Fuel pump/injectors: 255lph HP pump with stock lines and rail with 75lb injectors and MSD boost a pump.
next areas to be improved: Built C4 soon! Over the winter new motor hopefully with SVO alum head, custom intake, fuel system, and new ignition system.
--------------------------------------------------------------------------------
--------------------------------------------------------------------------------
Chassis type: 1987 TC
short block mods/compression ratio/displacement: original 148k mile shortblock
head/port work/valve size: ported big valve
cam specs/degrees adv-ret: a237 +2
intake/throttle body: stock
intercooler: ebay special with spearco 28x8x3 core
nitrous system/shot size: none
exhaust manifold: mildly ported e6
turbo: 50 trim t4 / .63 stage III t3
wastegate: internal
exhaust size: single 3" to 2.5" tailpipe
engine management: EEC tuner on LA3 w/80mm MAF
a/f ratio, total timing, boost: 11:1 / 25º / 24-25psi
fuel octane/brand/leaded or unleaded: ~97 octane
hp@rpm: ?
trq@rpm: ?
flex plate/flywheel: stock
convertor/clutch: spec stage III
transmission: t5
rear/ratio/tire type/tire size: 8.8 / 3.55 / et drag / 26x10.00r15
race weight without driver: 3300
ET/MPH: 12.31 @ 110
old video: http://videos.streetfire.net/video/9...D66EB52C22.htm
short block mods/compression ratio/displacement: Stock
head/port work/valve size: 1977 D-port, opened up exhaust side, some bowl blending, unshrouded valves, semi-polished chambers, 3-angle valve job
cam specs/degrees adv-ret: rebuild kit cam
intake/throttle body: stock
intercooler: stock SVO
nitrous system/shot size: N/A
exhaust manifold: ported E6
turbo: Stock turbo
wastegate: stock, with rod turned in a couple turns
exhaust size: 3" mandrel bend all the way, MAC Flowpath muffler
engine management: PE
a/f ratio, total timing, boost: Not sure on A/F or timing. Base timing was 10*. Boost was about 18 pai.
fuel octane/brand/leaded or unleaded: pump gas, premium
hp@rpm: 221 (don't remember RPM)
trq@rpm: 304 @ ~3200
flex plate/flywheel: stock
convertor/clutch: stock
transmission: stock
rear: 7.5" 3.45s, I think (stock)
Weight: 3050 without me or much gas. Best run was a 14.5 @ ~95. Not much of a driver...
11-22-07, 11:12 PM
#45
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Join Date: Nov 2007
Location: Chicago, IL
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Here's some old info on the car.
http://www.boostbros.com/
FYI, I will be selling the motor mounts for this setup. They aren't anything special and would be a solid mount on both sides.
http://www.boostbros.com/
FYI, I will be selling the motor mounts for this setup. They aren't anything special and would be a solid mount on both sides.
12-05-07, 09:18 AM
#50
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Join Date: Oct 2007
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I love getting digs from little jagoffs like you, ya get all pissed off when you have to read more than two lines on a post. Probably gives you a headache.
Yeah, us readers, we have to put up with this kind of crap every day:
"I was in Nashville, Tennesee last year. After the show I went to a Waffle House. I'm not proud of it, I was hungry. And I'm alone, I'm eating and I'm reading a book, right? Waitress walks over to me: "<smack smack smack smack> Hey, whatchoo readin' for?"
Isn't that the weirdest ******* question you've ever heard? Not what am I readING, but what am I reading *for*? Well, godammit, ya stumped me! Why do I read? Well... hmmm... I dunno... I guess I read for a lot of reasons, and the main one is so I don't end up being a ******* waffle waitress. "
Just for that, I just might have to buy up a seven one of you retards blew up (AGAIN!) and stuff the Impala SS drivetrain I have sitting around in it. Actually, I belong with those knuckle-draggers who figured out a long time ago that forced induction isn't 'magic' and technology does not equal horsepower (but equals a hell of a lot of money for Japanese parts departments!).
Good luck with the **** attitude, don't go steppin' off a curb and get hit by a cross-town bus or anything...oh, hell, don't listen to me. Step, by all means!