Demon, you're missing the
ENTIRE point! The well tuned comparisons that you are averaging together are all just that, well tuned!!! This is a
SAFE tuned car, that when
WELL TUNED on 91 octane gas made over 300 at the wheels. With the minimal amount of mods, running 91 octane, that's very respectable. There's a lot more to be had with the 3L combination, but at a major expense of reliability of the bottom end of the engine. With the reflashed ECU, there's nothing stopping him from adding a chip to be able to run more timing on race gas to add even more on top of the 300+ tune. O.K.... maybe one thing, but his wife aside, there's nothing stopping him...
Average those numbers together with Rick's dyno when he gets it, maybe add in a few others willing to add rods/cryo treating/headers/etc to surpass those nubers reliably, then you'll have something to compare to.
Quote:
Posted by DemonSVT:
Also the part of my post you DID quote specifically stated 92-93 octane fuel. I am quite confident a well built and tuned high CR 3L with large valves can make 240-250 FWHP & 220-230FWTQ with out resorting to race fuel.
Yes, that is possible with a NA 3L and custom cams. Just ask Jennings. He has David Z's old engine that has put down numbers similar to those. The rest of the 3L hybrid NA crowd is stuck in the 220's it seems. Vadims car has extensive porting on the stock SVT heads, very high state of tune, and almost every available bolt on (as well as some not available yet) and he's still not there. The larger valves are a cheaper way to add more flow than Extrude Honing the heads with the stock valves... but, due to valve shrouding with the larger valves, especially at high lift/high RPM, there's still a debate amoung engine builders/head flow experts which combination is better once both versions are ported in similar fashion. Hummmmmm... engine dyno in Cedar Rapids... hummmmm...
Quote:
posted by Knu:
The engine is 20% larger, but the SC is still the same, pushing the same CFM.
No, the SC is over-driven by a smaller pully here to maintain boost on the larger engine, hence more CFM. 
