BruceH
BBB Big Bore Boss 322
Went to the dyno today. Results were a little disappointing but I think they revealed some limitations with parts.
Gains were about 10rwhp and 2tq. I'm showing uncorrected but the corrected numbers and differences were very similar.
Blue lines are today with E85, red are the same setup with 92 octane and green are from the same motor with a C&L Racer cai, FRPP intake with 62mm FRPP tb, and Mac LT headers with high flow cats.
I'm fairly certain that the motor is constricted from some or all of the stock parts I'm using. The Bullitt cai is the first suspect, the 322 cubic inch motor may have hit the limit of airflow for it. Next suspect is the stock 55mm tb. It flows 875cfm but if I understand airflow requirements correctly it could be choking the motor after about 5k rpm.
Next up is the stock intake manifold. I read an article once that said each runner was capable of 232 cfm which would put the total airflow capability at 938 cfm. Once again this is if I understand what I read correctly and if my memory is working right.
The last part that's different are the headers. Right now it has JBA short headers on with stock cats. When it made 438rhwp it had Mac LT headers. I know that they make a big difference with stock motors and wouldn't be surprised if this was the cause of most of the higher rpm losses. The only thing that makes me second guess it that I've made a whole lot more power with the stock exhaust components and forced induction. Of course forced induction forces it's way through the constricted parts so they don't matter as much when running it.
I'm not planning on changing anything. I like the car just fine as is. I do know that there are over 40rwhp available by changing a few parts but the extra ponies are only there in the higher rpms and airflows. Up to 5k all of the setups are fairly close.
The purpose of posting this is for anyone who might be researching n/a combos. These were my results, yours might be different.
Gains were about 10rwhp and 2tq. I'm showing uncorrected but the corrected numbers and differences were very similar.
Blue lines are today with E85, red are the same setup with 92 octane and green are from the same motor with a C&L Racer cai, FRPP intake with 62mm FRPP tb, and Mac LT headers with high flow cats.
I'm fairly certain that the motor is constricted from some or all of the stock parts I'm using. The Bullitt cai is the first suspect, the 322 cubic inch motor may have hit the limit of airflow for it. Next suspect is the stock 55mm tb. It flows 875cfm but if I understand airflow requirements correctly it could be choking the motor after about 5k rpm.
Next up is the stock intake manifold. I read an article once that said each runner was capable of 232 cfm which would put the total airflow capability at 938 cfm. Once again this is if I understand what I read correctly and if my memory is working right.
The last part that's different are the headers. Right now it has JBA short headers on with stock cats. When it made 438rhwp it had Mac LT headers. I know that they make a big difference with stock motors and wouldn't be surprised if this was the cause of most of the higher rpm losses. The only thing that makes me second guess it that I've made a whole lot more power with the stock exhaust components and forced induction. Of course forced induction forces it's way through the constricted parts so they don't matter as much when running it.
I'm not planning on changing anything. I like the car just fine as is. I do know that there are over 40rwhp available by changing a few parts but the extra ponies are only there in the higher rpms and airflows. Up to 5k all of the setups are fairly close.
The purpose of posting this is for anyone who might be researching n/a combos. These were my results, yours might be different.