Quote:
Originally Posted by Dan Schoneck
You guys are killing me. 20 degrees of timing, 23lbs of boost and 10to1 compression on a twin screw. You would have to have 116 octane in this thing at all times and you call the 20 degrees safe. Haha. Next I did read long enough to see you pulled the motor past 6500 and that is where it picked up the 150 hp, but then 26lbs of boost and 24 degrees that is too funny. Great for a dyno pull but id like to see it live on the street even with race gas. The inlet temps would be through the roof and because you guys are on a dyno the water going into the motor is always the same temp. I am pretty sure i know who built the motor and i know what cams are in it cause i have the same cams and they by no Means are street cams  Nice try. |
No one ever said you should or could drive this combination on the street. Where did you get that idea? That was the purpose of these test. The engine dyno exercise was intended to show the potential of the 5.4 4V with a Kenne Bell 2.8L Mammoth kit. There are more tests and tech info under
http://www.kennebell.net/techinfo/fo...byTechTips.pdf that you might find interesting. When these test where run, we were working on our own 2.8-3.3 development programs. Our objective was to determine the real life HP potential of the 5.4 4V. So we agreed to MM & FF testing our 2.8 Mammoth kit. Yes, we tested high compression pistons, heads and cams. We are a supercharger company. That’s what we do. The aluminum block chosen because of it’s higher HP rating. There is no horsepower advantage. We learned a lot from these tests, particularly about headers. So when a customers ask if we recommend the 2.8 or oue new 3.5 or 4.0, we can offer intelligent answers supported by actual controlled tests. Not theory or opinion. Also, I can assure you that it has never been our policy to “beat around the bush” about testing. That’s B.S.! However the release date you criticize, will depend on numerous factors. We apologize for not being more specific. The 5.4 4V Ford engine is a remarkable piece. MM & FF Magazine dragstrip tested a 100% stock 725HP rated Shelby Super Snake at 10.87/134.14 on 93 octane. The only engine mods were the Mammoth Kenne Bell 2.8L and a cat back.
An identical stock engine made 806HP on the engine dyno with the same 3" 93 octane pulley and 771 HP with the 3 1/4" 91 octane pulley. The 2 ½" pulley will make 900HP. We have a lot of customers running this set up-on race gas, of course. Then there’s 1. Headers 2. Cams 3. Heads 4. HC pistons and 5. Higher RPM for 1174HP.
So the 5.4 can make 900+ (stock engine) or 1174 (mods). Isn’t that what we all want to know? For one thing how engine dyno’s compare to chassis dyno’s What’s not to like about these test?
MM&FF felt their readers would like this information. Everyone we’ve talked to loved this article. There is no philosophies, theories or “conservative tunes” involved here. Just how to make 1000HP. Some inlet systems “go flat” at 6500. 6500 rpm was exceeded only to show how the inlet keeps pulling and does not restrict HP with Cams, headers etc. Is there something wrong with doing inlet tests and publishing the results?
There were, however, some other interesting tests that disproved some of the cam and header test claims. But that’s another story in itself.
Linear Mode
