Home
What's new
Latest activity
Authors
Store
Latest reviews
Search products
Forums
New posts
Search forums
What's new
New posts
New listings
New products
New profile posts
Latest activity
Members
Current visitors
New profile posts
Search profile posts
Log in
Register
Cart
Cart
Loading…
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Search titles only
By:
Menu
Log in
Register
Navigation
Install the app
Install
More options
Change style
Contact us
Close Menu
Forums
SVTPerformance's Chain of Restaurants
Road Kill Drive-Thru
GTO Dreams of a kill
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="50 BMG" data-source="post: 2670419" data-attributes="member: 16523"><p>Believe w/e you want, multiple dyno sheets don't lie. I've seen 2 graphs of off the lot cars with no break-in mileage put down over 510 each in the last 3 or 4 weeks.</p><p></p><p></p><p></p><p>First off, you need to tell us what that PSI is coming from.</p><p></p><p>2nd, how is a engine built for "high" boost putting down shit #'s on "low" boost?... espeically when you're trying to tell me he did all those #'s on "pump gas". </p><p></p><p>10 PSI is not "low boost". </p><p></p><p></p><p></p><p>Open a MS Word document, copy everything to it before you click <strong>submit reply</strong> to have this website freeze on you.</p><p></p><p></p><p></p><p>It has little to do with heads/cams compared to where the real gain is coming from; Gen III engines make good #'s on low boost (8 PSI or less) cause they didn't change the compression ratio. You're getting great NA results and average boost results with stock gen III compression ratio's. The high compression ratio is helping more than anything else, including the additional cubes...</p><p></p><p>Why?</p><p></p><p>Get above 9 PSI and Gen III's just fall flat on their faces compared to 4.6 or 5.4 DOHC cause they have to change the compression ratio. Review posts 158-160 if you think this is smoke and mirrors.</p><p></p><p></p><p></p><p>No...they don't. The more you say stuff like this the more I assume you have no idea about OHC fundamentals.</p><p></p><p>I'm going to say this again. OHC engines have all the advantages of a pushrod save 2 things. 1) They are physically bigger. 2) They have more moving parts.</p><p></p><p>One last time: Compare same CID vs same CID (example: 427 SOHC to 427 pushrod). A OHC engine can make all the "bottom up" (displacement) power a pushrod can. However, a pushrod -CANNOT- make the same amount of "top down" (air flow) power an OHC engine can, NA or FI. All things being equal, a LS1 <strong>will not</strong> boost as well. In the examples I've shown throughout this thread, even with the additional cubes (in some cases 140 more cubes) it cannot match the power output. The lowest numerical gap in difference will come NA vs NA, but the OHC will still make more power all things equal (displacement, cfm etc...) between the 2 engines. Ford proved this over 40 years ago when they got a naturally aspirated engine banned faster than anyone else in racing history.</p><p></p><p>Additionally, you're picking and choosing the engines you compare instead of seeking quality examples on both sides of the coin. A 4.6L Modular with a 8.5:1 compression ratio isn't gonna put down shit @ 5 PSI...think about it. Stock longblock 5.4 DOHC puts down 700+ at the wheels in the middle of the phoneix summer @ 9 PSI. Why? Compression ratio is at least 10:1</p><p></p><p>That Mach 1 you quoted in your last post...you should know that it's either bullshit or there is a serious problem with the tune etc.</p></blockquote><p></p>
[QUOTE="50 BMG, post: 2670419, member: 16523"] Believe w/e you want, multiple dyno sheets don't lie. I've seen 2 graphs of off the lot cars with no break-in mileage put down over 510 each in the last 3 or 4 weeks. First off, you need to tell us what that PSI is coming from. 2nd, how is a engine built for "high" boost putting down shit #'s on "low" boost?... espeically when you're trying to tell me he did all those #'s on "pump gas". 10 PSI is not "low boost". Open a MS Word document, copy everything to it before you click [B]submit reply[/B] to have this website freeze on you. It has little to do with heads/cams compared to where the real gain is coming from; Gen III engines make good #'s on low boost (8 PSI or less) cause they didn't change the compression ratio. You're getting great NA results and average boost results with stock gen III compression ratio's. The high compression ratio is helping more than anything else, including the additional cubes... Why? Get above 9 PSI and Gen III's just fall flat on their faces compared to 4.6 or 5.4 DOHC cause they have to change the compression ratio. Review posts 158-160 if you think this is smoke and mirrors. No...they don't. The more you say stuff like this the more I assume you have no idea about OHC fundamentals. I'm going to say this again. OHC engines have all the advantages of a pushrod save 2 things. 1) They are physically bigger. 2) They have more moving parts. One last time: Compare same CID vs same CID (example: 427 SOHC to 427 pushrod). A OHC engine can make all the "bottom up" (displacement) power a pushrod can. However, a pushrod -CANNOT- make the same amount of "top down" (air flow) power an OHC engine can, NA or FI. All things being equal, a LS1 [B]will not[/B] boost as well. In the examples I've shown throughout this thread, even with the additional cubes (in some cases 140 more cubes) it cannot match the power output. The lowest numerical gap in difference will come NA vs NA, but the OHC will still make more power all things equal (displacement, cfm etc...) between the 2 engines. Ford proved this over 40 years ago when they got a naturally aspirated engine banned faster than anyone else in racing history. Additionally, you're picking and choosing the engines you compare instead of seeking quality examples on both sides of the coin. A 4.6L Modular with a 8.5:1 compression ratio isn't gonna put down shit @ 5 PSI...think about it. Stock longblock 5.4 DOHC puts down 700+ at the wheels in the middle of the phoneix summer @ 9 PSI. Why? Compression ratio is at least 10:1 That Mach 1 you quoted in your last post...you should know that it's either bullshit or there is a serious problem with the tune etc. [/QUOTE]
Insert quotes…
Verification
Post reply
Forums
SVTPerformance's Chain of Restaurants
Road Kill Drive-Thru
GTO Dreams of a kill
Top