Highest WHP N/A?
Gimme a list of all the mods you have on the engine from the clutch forward and let's see how well I know these engines by predicting what your RWHP will be.
I was within 2-3 h.p. last time Jedi and I played this game with N/A engines.
Once I rebuild (again) my weezy Renny with 116K+ on the housings I will, in the words of the great Jesse "decimate all" after I put 10Gs into it . In the N/A world, that is.
I was within 2-3 h.p. last time Jedi and I played this game with N/A engines.
Once I rebuild (again) my weezy Renny with 116K+ on the housings I will, in the words of the great Jesse "decimate all" after I put 10Gs into it . In the N/A world, that is.
start off from the rear forward.
HKS Hi-power exhaust
RP super cat
Soon to be boost brothers header (knock off rb)
Clutch masters pressure plate
rb 6 puck clutch (yea yea i know i know shhhh)
ACT prolite flywheel
.002-.003 tolerance on all side seals.
cryo treated apex seals (its was $50 more for cryo I thought why not)
RB Street port which you saw
Polishing inside intake ports (they are nice and smooth)
removal of cast marks in the lower manifold and polished those as well.
Not that it matters to much but cleaned and flow tested injectors by rc engineering
SR motorsports pulley set (which should work nicely with the prolite, or not... it was $120 used on ebay i bought it like 2 years ago)
Waiting on remedy water pump (.2 hp?)
K&N panel filter with modified pvc tube where the mesh used to sit behind the front bumper.
Getting an RB gen 3 flash as soon as the engine is broken in. I was going to go AP but its an extra $500 that id rather spend on tires for the track.
The rb flash gets the job done for now when I go FI AP is first on the list.
Ok that's it as I said before take it easy on me!
shady, nice NA build. Very interested in your results after you complete the break in process. Nemesis8 recently completed a rebuild that included porting and he is in the process of breaking it in as well.
I want to be cool like him!
Oh i forgot to mention the D585 coil conversion. I'm not going to say BHR replica kit becuase. A. its not even close. B. the wires I bought from a user on here to work with the d5858 were bunk, so they are getting refitted. C. BHR guys are effing awesome guys, and I have no reason to deface their name. I'll send a rabies infested raccoon to whoever thinks differently + 3% paypal.
Tolerances on the side seals are rather dependent on the shape of the tips that were cut. There are at least three angles that need to be recognized and executed properly for best fitment.
Cleaning and flow-testing the fuel injectors is more important than you might think.
I am guessing you have 218-223, potential, but that depends on the accuracy of the side seal lengths, the "porting" work, and the tune. I have the benefit of my own consistent building and Jeff's consistent tuning when bench-racing this stuff. The most important thing is the overall shape of the torque curve and the mass airflow numbers from idle to redline at WOT. Jeff and I never concern ourselves with peak h.p. numbers.
Cleaning and flow-testing the fuel injectors is more important than you might think.
I am guessing you have 218-223, potential, but that depends on the accuracy of the side seal lengths, the "porting" work, and the tune. I have the benefit of my own consistent building and Jeff's consistent tuning when bench-racing this stuff. The most important thing is the overall shape of the torque curve and the mass airflow numbers from idle to redline at WOT. Jeff and I never concern ourselves with peak h.p. numbers.
I remember I wanted to get you those air flow maps, I wont have an AP though. Hmmmm maybe I should drive to AZ and hang out with you guys for a weekend.
Excellent I'll have to hunt for that thread. I'm excited to get the whole system together. I'm also excited to see how good a job we did on our first rotary rebuild. bit anxious really...
420! I saw it with my own eyes.
Rotorheaded Geek
Joined: Oct 2006
Posts: 517
Likes: 0
From: Manchester,NH
You can say it all you want.
Eric Meyer has discussed his 223 rwhp on his racecar in a thread dedicated to it.
Last year mine saw 213 at the SoCal Dyno Meet. This year, I don't recall what it was but we spun 'er to a legit 10K RPMs just so people could watch the dash light up.
Jedi54 will always make less power than me. I will see to that.
Eric Meyer has discussed his 223 rwhp on his racecar in a thread dedicated to it.
Last year mine saw 213 at the SoCal Dyno Meet. This year, I don't recall what it was but we spun 'er to a legit 10K RPMs just so people could watch the dash light up.
Jedi54 will always make less power than me. I will see to that.
Now I never said the engine would retain it's side ports or that it'd be cheap. Eric Meyer has the most sold N/A numbers I've seen for mods of a engine with stock porting. That's what I based many of my mods off of. But the OP said he wanted 300hp N/A, and a P-Port N/A has been known to go up toward 300hp. It's not cost effective, but it works. :p
Tolerances on the side seals are rather dependent on the shape of the tips that were cut. There are at least three angles that need to be recognized and executed properly for best fitment.
Cleaning and flow-testing the fuel injectors is more important than you might think.
I am guessing you have 218-223, potential, but that depends on the accuracy of the side seal lengths, the "porting" work, and the tune. I have the benefit of my own consistent building and Jeff's consistent tuning when bench-racing this stuff. The most important thing is the overall shape of the torque curve and the mass airflow numbers from idle to redline at WOT. Jeff and I never concern ourselves with peak h.p. numbers.
Cleaning and flow-testing the fuel injectors is more important than you might think.
I am guessing you have 218-223, potential, but that depends on the accuracy of the side seal lengths, the "porting" work, and the tune. I have the benefit of my own consistent building and Jeff's consistent tuning when bench-racing this stuff. The most important thing is the overall shape of the torque curve and the mass airflow numbers from idle to redline at WOT. Jeff and I never concern ourselves with peak h.p. numbers.
Im hoping to get 220whp next time
BearBlasterExtraordinair!
iTrader: (3)
Joined: Nov 2010
Posts: 731
Likes: 3
From: Haughton, Louisiana
The greatest advantage to a coil upgrade from OEM coils comes in two ways that are evidenced in a dyno sheet; 1) A slight increase (like 3-5 lb./ft. of torque) from 3,000 RPMs on up. 2) A definite smoothing of the torque curve from 7,000 RPMs and up.
We have seen both of these time after time.
We have seen both of these time after time.
Consistency is good! I like the way those numbers sound... It's always been pretty high on my list, but that sounds pretty good.
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