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Originally posted by Dan Nixon:
On the other hand, nobody has built up a N/A 2.5...it would cost ALOT more than a lesser built, similarly performing 3L.



Yup.
There inlies the reasons for no love for the 2.5L after a certain level.


Derek Scion xB 5-spd Previous: 2000 Silver Frost SVT Please share the road with cyclists.
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Originally posted by Derk2000:
Originally posted by Dan Nixon:
On the other hand, nobody has built up a N/A 2.5...it would cost ALOT more than a lesser built, similarly performing 3L.



Yup.
There inlies the reasons for no love for the 2.5L after a certain level.



That and the fact that by running a Full oval port 3L you get the extra oil drains the 2.5L "painfully" lacks.

Well among many other benefits. (like the oval heads beat even ported 2.5L large valve heads )


~~~


No I don't have a turbo on my engine. No forced induction of any kind.

Just a meager low compression oval port 3L and running those horrible split port manifolds even.


2000 SVT #674 13.47 @ 102 - All Motor! It was not broke; Yet I fixed it anyway.
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Originally posted by DemonSVT:

That and the fact that by running a Full oval port 3L you get the extra oil drains the 2.5L "painfully" lacks.

Well among many other benefits. (like the oval heads beat even ported 2.5L large valve heads )





Hmmmm...
There is a relatively cheap Band-Aid for the 1st issue..the Accusump was pretty sucessful at curing oiling problems for the Contour/Cougar race cars.

To the latter I would pose a question to you. Your 2.5L "split port" was running times consistant with about 200 FWHP. Your "oval port" 3L is running times I would expect for about 240 FWHP. Assuming these dyno "guesses" are accurate...this is the same HP/L for the 2 configurations (in the background of a really good flowing I/E and ECU program).

Doesn't this suggest the heads (stock SVT vs ported oval port) are (proportionally) similar in flow? Of course..if you dyno that beast at 300 FWHP..I retract the above!


1999 Amazon Green SVT Contour (#554/2760) "People demand freedom of speech as a compensation for the freedom of thought which they seldom use." -Soren Kierkegaard (as posted by Jato)
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Originally posted by Dan Nixon:
To the latter I would pose a question to you. Your 2.5L "split port" was running times consistant with about 200 FWHP. Your "oval port" 3L is running times I would expect for about 240 FWHP. Assuming these dyno "guesses" are accurate...this is the same HP/L for the 2 configurations (in the background of a really good flowing I/E and ECU program).

Doesn't this suggest the heads (stock SVT vs ported oval port) are (proportionally) similar in flow? Of course..if you dyno that beast at 300 FWHP..I retract the above!



Those guesstimations sound close.

However remember I dropped over a half point of compression going from 2.5L (~10.31) to 3L (~9.78) as well.


Though if you had checked out the intake & head data pages on my site you would have seen that the intake port to valve ratio of my modded 2.5L to 3L is the same to the percentage point. (114% port to valve ratio)

For Ref - A stock oval port intake ratio is a pitiful 78% while a stock SVT is 110% Big difference!


My exhaust ratio is 10% higher on the 3L then the SVT 2.5L though. (106 vs 97)
Any stock Duratec has very small exhaust ports though. SVT has the best ratio by far at 97% but just look at the stock oval port's 83%


So if I can achieve the same output with less compression I would be ecstatic. (I bet it's close at least)
Especially considering the manifold volume did not increase the same time the engine size did. I had the EHing done long ago so that was some of the top end gains on my 2.5L


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I remember talking to mirko a while ago, and he said that his race contour engine had around 300 hp. Not sure if he meant crank or wheel. But that is a alot if he was on the 2.5L block. Just my $.02.


98' Contour SVT lots of go fast mods check em out: http://www.prism.gatech.edu/~gtg285m/
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Mine did 190.3whp, the dyno is posted on my website, www.erikz.org, find the contour svt link at the bottom, and click on dyno number. Too lazy to post up exact link.

I had prety much every bolt-on and LT headers, gutted cat, full 2.5" custom built exhaust. The car was loud as sh*t and not as streetable as I would have liked, which is one of the main reason why I dont have it anymore. 185whp is more realistic for a normal build up without going too nuts imho.


00 SVT Contour: SHM LT headers, LSD, Spec Stg 3...dyno:190.3whp sold 02/04 04 Subaru Baja Turbo 5-spd 00 Camaro SS 393cid: 510rwhp/469rwtq, 11.16 @ 124.95(hit 1-2 limiter) www.erikz.org
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My best #'s are:

178 FWHP 158 FWTQ

1999 SVT E1
80K Miles
Cleaned LIM/UIM and new plugs
KKM MAF Adapter
Big ass K&N Filter
P&P'd Throttle Body
Optimized stock Y pipe
2.5" Magnaflow Carsound Cat (stock pre-cats intact)
2.5" stainless to stock SVT rear section
Lightened and Balanced SVT flywheel (13.5 lbs IIRC)

I was impressed!


1999 SVT Contour, 2004 SRT4 & Lots Others... Currently building my 1999 SVT for NASA's TT REAL racers do it twisty!!
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