Wnt2gofst
Banned
Cool would liek to know turn around time i just take mine out send in.They are available now, i will check on turn around time.
Cool would liek to know turn around time i just take mine out send in.They are available now, i will check on turn around time.
they pretty much sound stock at idle
Im working on a video
Not when you have VVT on both the intake and exhaust cams.Sorry for the newbie question. But I thought most cams provided lopey idles?
Not when you have VVT on both the intake and exhaust cams.
Usually the lope comes from overlap, thats not a problem when you can adjust the overlap out. The only way I see a serious lope would either it being on purpose (yah... ) or the duration being so large that there is not enough VVT adjustment, which I dont think will be necessary with the rev limitations of this engine.
Eric do you guys work in hand with RGR as well when designing and machining the cams like you did with your cylinder heads?
Not when you have VVT on both the intake and exhaust cams.
Usually the lope comes from overlap, thats not a problem when you can adjust the overlap out. The only way I see a serious lope would either it being on purpose (yah... ) or the duration being so large that there is not enough VVT adjustment, which I dont think will be necessary with the rev limitations of this engine.
LOL. THat is awesome. I got education and comedy in 1 post.
Yeh i have never owned an american muscle car before this 5.0. Seemed like everyone went gaga over the lopey sound. so much so Ford even programmed the boss 302 track key to produce that sound.
I still have yet so much to learn.
I am not looking for the loudest car anyway. My mission is a daily drivable car that can run low 11s without slicks. Leaning toward 1st getting vortech kit. then after a few summers, upgrading pullys, adding JPC or equivalent cnc heads, cams, boss 302 intake mani, larger throttle body, and custom tune. But the plan is fluid at the moment.
If your plan is to run a daily driver without slicks into the 11's... then stop at the vortech. you have accomplished that goal...
Eventually to run a smaller pulley and custom tune on vortech, i should at least upgrade pistons/rods no?
It would be ideal to swap pistons and lower CR if more than 10#s....Or run racing fuel
Im not sure how well the OEM rods hold. They seem sufficient... Its the CR that kills ya on that motor with boost.
I will have to disagree there.
Static compression vs. dynamic compression play a larger role. Not necessarily the advertised CR.
It boils down to cylinder pressure.
Beefcake's motor explosion was a result of detonation. Wrong gas for the tune or some unknown. I think it would have survived without issue otherwise.
I will have to disagree there.
Static compression vs. dynamic compression play a larger role. Not necessarily the advertised CR.
It boils down to cylinder pressure.
Beefcake's motor explosion was a result of detonation. Wrong gas for the tune or some unknown. I think it would have survived without issue otherwise.
I agree 100%
Just look at s2000s, people will run 15+ psi on a stock bottom end (11.0:1 CR)
The reason they can get away with it is the radical NA cam profiles which although are not good for spooling a turbo, decrease the static compression ratio enough to allow for quite a bit of boost.
We have the benefit of using VVT to lower our static CR so we can run some real boost. That being said, that it probably would be better to have a lower static CR and more ideal cam timing, but the VVT tuning is cheaper and certainly effective.
I think you mean dynamic. Cam timing events affects dynamic compression.
Is RGR, Rich Groh?
Im not saying compression kills motors guys, it certainly doesnt, and I understand that detonation caused Beefcakes failure. Detonation is the evil link to any motor, built or stock, and tuning plays the most vital role when avoiding that. You can run high compression applications under boost without any isses. It all goes back to timing, fuel, heads, cams...etc. Every single component plays a vital role in how the engine acts and performs.
He can run the higher 11:0 compression with boost and stay alive, but you must compensate in other spots, whether it be alternative cams, timing, fuel, headwork...etc. These new motors are plenty durable for larger power levels than that of the 2005-2010 3V 4.6. Its just gonna take some time to get all the adjustments for aftermarkets products in line.
The 5.0 is the chevys new kryptonite
Is RGR, Rich Groh?