Boost Limit on 4 bolt heads
it is, I like to dream big! that's the goal for the car itself. if I don't get there with this engine I'll just build another one.. it's only money. Methanol should help keep the motor alive and AMS2000 and Mencser shocks should help get me deep in the teens on the short time. we will see!
I would think 1600 should do it, yes it's one of joses billet 88's
it is, I like to dream big! that's the goal for the car itself. if I don't get there with this engine I'll just build another one.. it's only money. Methanol should help keep the motor alive and AMS2000 and Mencser shocks should help get me deep in the teens on the short time. we will see!
it is, I like to dream big! that's the goal for the car itself. if I don't get there with this engine I'll just build another one.. it's only money. Methanol should help keep the motor alive and AMS2000 and Mencser shocks should help get me deep in the teens on the short time. we will see!
You'll be the internet hero if that happens.
Where the cylinder pressure is made in the operating range and how high that pressure is will determine if the engine can hold the combustion in the cylinder.
Tune up in regards to timing and fuel can play a huge role in this. Especially timing as timing will control exactly where in relation to ATDC that peak cylinder pressure is made.
Launching!
Joined: Oct 2006
Posts: 201
Likes: 0
From: Grand Rapids, MI
Consensus is every combination is different and will push water at different power levels and RPM's.
Where the cylinder pressure is made in the operating range and how high that pressure is will determine if the engine can hold the combustion in the cylinder.
Tune up in regards to timing and fuel can play a huge role in this. Especially timing as timing will control exactly where in relation to ATDC that peak cylinder pressure is made.
Where the cylinder pressure is made in the operating range and how high that pressure is will determine if the engine can hold the combustion in the cylinder.
Tune up in regards to timing and fuel can play a huge role in this. Especially timing as timing will control exactly where in relation to ATDC that peak cylinder pressure is made.
Jack
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Verdad Gallardo Using the same calculator at your 2800lbs and to run 4.50, it would take 1620 horsepower. So you'd have to make nearly 200 more than him in calculator land. Don't let his comments fool you, those guys know exactly what they are doing.
The only person that I know of that has surpassed the 1600 horsepower mark on 4-bolt heads is Kurt Urban, and when asked he will tell you he never did get the heads sealed up. Dry deck or methanol won't matter imo, it'll still be pushing the gasket out and at that level be torching the **** out of the block and head each time.
I hope you do it, but it's a crazy goal with a factory head especially. It's always nice to get a new internet hero every now and then.
Let me throw my 10cents in here
My car is a 99corvete automatic with a iron 408 pushing about 22psi from a ysi
Cam is a bit small for 22 psi at 240/250
Compression is about 8.9:1 heads are trick flow 225
Car is 3600 with driver
Made 1014rwhp on dynojet so I'm thinking the motor must be making 1400 factoring 150hp to spin the blower and the rest in drivetrain loss.
Peak torque was at really low rpm....my best run 8.82@156
I pushed all kind of water out of the coolant tank ...pushing got worse pass after pass on my last pass must have lost 2.5 quarts of water
Car doesnt overheat or anything like that while street driving
Running .70thou cosmetic gaskets and studs torqued to 85
Timing up top was always been around 18 on c16 and meth
plugs are checked after each run and looked more than fine in regards to timing mark and fueling ring....air fuel with meth is around 11:1 maybe a little leaner at times
My question ...is it a aggressive tune? Not enough clamping force? Stuff moving in the block?
I'm thinking getting a much bigger cam to mov the peak torque higher into the rpm band and using some arp custom age625 studs for more clamping or is it just to much power for a 4 bolt setup?
Thoughts??
My car is a 99corvete automatic with a iron 408 pushing about 22psi from a ysi
Cam is a bit small for 22 psi at 240/250
Compression is about 8.9:1 heads are trick flow 225
Car is 3600 with driver
Made 1014rwhp on dynojet so I'm thinking the motor must be making 1400 factoring 150hp to spin the blower and the rest in drivetrain loss.
Peak torque was at really low rpm....my best run 8.82@156
I pushed all kind of water out of the coolant tank ...pushing got worse pass after pass on my last pass must have lost 2.5 quarts of water
Car doesnt overheat or anything like that while street driving
Running .70thou cosmetic gaskets and studs torqued to 85
Timing up top was always been around 18 on c16 and meth
plugs are checked after each run and looked more than fine in regards to timing mark and fueling ring....air fuel with meth is around 11:1 maybe a little leaner at times
My question ...is it a aggressive tune? Not enough clamping force? Stuff moving in the block?
I'm thinking getting a much bigger cam to mov the peak torque higher into the rpm band and using some arp custom age625 studs for more clamping or is it just to much power for a 4 bolt setup?
Thoughts??
Last edited by c5mtl; Nov 15, 2014 at 03:11 AM.
Making low RPM torque isnt helping anything. Maybe a new cam specifically designed for your set up (im sure martin or LJMS could help with that) with higher RPM power range might help out some. Im pretty sure the higher in the RPM range the torque comes in the easier it is on head lifting issues.
And are you positive its "pushing" water past a head gasket, and not just getting very hot water temps during the pass and just dumping coolant due to expansion? Coolant level isnt over full? Just things to check before u panic attack over bad head gasket.escpecially if it runs fine.
C16 and meth i imagine u can go hard on the tune up with out detonating issues at 8.5:1. Lol ARP stock size 11mm studs? CA or L19 or just regular ARP studs? And a .70 thou gasket is a pretty thick gasket. I always had best luck with the .45-
50 thickness
And are you positive its "pushing" water past a head gasket, and not just getting very hot water temps during the pass and just dumping coolant due to expansion? Coolant level isnt over full? Just things to check before u panic attack over bad head gasket.escpecially if it runs fine.
C16 and meth i imagine u can go hard on the tune up with out detonating issues at 8.5:1. Lol ARP stock size 11mm studs? CA or L19 or just regular ARP studs? And a .70 thou gasket is a pretty thick gasket. I always had best luck with the .45-
50 thickness
Making low RPM torque isnt helping anything. Maybe a new cam specifically designed for your set up (im sure martin or LJMS could help with that) with higher RPM power range might help out some. Im pretty sure the higher in the RPM range the torque comes in the easier it is on head lifting issues.
And are you positive its "pushing" water past a head gasket, and not just getting very hot water temps during the pass and just dumping coolant due to expansion? Coolant level isnt over full? Just things to check before u panic attack over bad head gasket.escpecially if it runs fine.
C16 and meth i imagine u can go hard on the tune up with out detonating issues at 8.5:1. Lol ARP stock size 11mm studs? CA or L19 or just regular ARP studs? And a .70 thou gasket is a pretty thick gasket. I always had best luck with the .45-
50 thickness
And are you positive its "pushing" water past a head gasket, and not just getting very hot water temps during the pass and just dumping coolant due to expansion? Coolant level isnt over full? Just things to check before u panic attack over bad head gasket.escpecially if it runs fine.
C16 and meth i imagine u can go hard on the tune up with out detonating issues at 8.5:1. Lol ARP stock size 11mm studs? CA or L19 or just regular ARP studs? And a .70 thou gasket is a pretty thick gasket. I always had best luck with the .45-
50 thickness
Let me throw my 10cents in here
My car is a 99corvete automatic with a iron 408 pushing about 22psi from a ysi
Cam is a bit small for 22 psi at 240/250
Compression is about 8.9:1 heads are trick flow 225
Car is 3600 with driver
Made 1014rwhp on dynojet so I'm thinking the motor must be making 1400 factoring 150hp to spin the blower and the rest in drivetrain loss.
Peak torque was at really low rpm....my best run 8.82@156
I pushed all kind of water out of the coolant tank ...pushing got worse pass after pass on my last pass must have lost 2.5 quarts of water
Car doesnt overheat or anything like that while street driving
Running .70thou cosmetic gaskets and studs torqued to 85
Timing up top was always been around 18 on c16 and meth
plugs are checked after each run and looked more than fine in regards to timing mark and fueling ring....air fuel with meth is around 11:1 maybe a little leaner at times
My question ...is it a aggressive tune? Not enough clamping force? Stuff moving in the block?
I'm thinking getting a much bigger cam to mov the peak torque higher into the rpm band and using some arp custom age625 studs for more clamping or is it just to much power for a 4 bolt setup?
Thoughts??
My car is a 99corvete automatic with a iron 408 pushing about 22psi from a ysi
Cam is a bit small for 22 psi at 240/250
Compression is about 8.9:1 heads are trick flow 225
Car is 3600 with driver
Made 1014rwhp on dynojet so I'm thinking the motor must be making 1400 factoring 150hp to spin the blower and the rest in drivetrain loss.
Peak torque was at really low rpm....my best run 8.82@156
I pushed all kind of water out of the coolant tank ...pushing got worse pass after pass on my last pass must have lost 2.5 quarts of water
Car doesnt overheat or anything like that while street driving
Running .70thou cosmetic gaskets and studs torqued to 85
Timing up top was always been around 18 on c16 and meth
plugs are checked after each run and looked more than fine in regards to timing mark and fueling ring....air fuel with meth is around 11:1 maybe a little leaner at times
My question ...is it a aggressive tune? Not enough clamping force? Stuff moving in the block?
I'm thinking getting a much bigger cam to mov the peak torque higher into the rpm band and using some arp custom age625 studs for more clamping or is it just to much power for a 4 bolt setup?
Thoughts??
I'm was kind of in the same boat as you, my plugs looked way safe and showed that they actually wanted more ignition timing, but the heads just wouldn't hold it. Our setups are actually pretty similar, just im with procharger. Mine was weird in that I can add timing and mph picks up, but it is just over powering the strength of the head. It's not so much a clamp force issue. It's an issue with the head actually bowing between the studs.
Hate to bust your bubble, but 1000 at the tire is not 1400. The 150 that your are adding to turn the blower does not show up at the flywheel. This is one of the reasons turbos are more efficient than belt driven blowers. I don't think 156 mph at 3600 lbs should be an issue with 4-bolt heads, but a blower combo is probably going to be more timing sensitive trying to get it to run comparable et/mph with a turbo deal at the same boost level.
I'm was kind of in the same boat as you, my plugs looked way safe and showed that they actually wanted more ignition timing, but the heads just wouldn't hold it. Our setups are actually pretty similar, just im with procharger. Mine was weird in that I can add timing and mph picks up, but it is just over powering the strength of the head. It's not so much a clamp force issue. It's an issue with the head actually bowing between the studs.
I'm was kind of in the same boat as you, my plugs looked way safe and showed that they actually wanted more ignition timing, but the heads just wouldn't hold it. Our setups are actually pretty similar, just im with procharger. Mine was weird in that I can add timing and mph picks up, but it is just over powering the strength of the head. It's not so much a clamp force issue. It's an issue with the head actually bowing between the studs.
I'm using Regular grade Stock size arp studs .....coolant level is actually a little under the full cold mark .....my logs never show the car overheating after a p
*** ....start of run is about 180 and run ends and at maybe 190-95... As far as the head gasket ...we wanted the piston in the hole instead of being above deck....I think I was 10thou above deck with no gasket
*** ....start of run is about 180 and run ends and at maybe 190-95... As far as the head gasket ...we wanted the piston in the hole instead of being above deck....I think I was 10thou above deck with no gasket
9 Second Club
Joined: Nov 2003
Posts: 13,616
Likes: 185
From: Norn Iron
Let me throw my 10cents in here
My car is a 99corvete automatic with a iron 408 pushing about 22psi from a ysi
Cam is a bit small for 22 psi at 240/250
Compression is about 8.9:1 heads are trick flow 225
Car is 3600 with driver
Made 1014rwhp on dynojet so I'm thinking the motor must be making 1400 factoring 150hp to spin the blower and the rest in drivetrain loss.
Peak torque was at really low rpm....my best run 8.82@156
I pushed all kind of water out of the coolant tank ...pushing got worse pass after pass on my last pass must have lost 2.5 quarts of water
Car doesnt overheat or anything like that while street driving
Running .70thou cosmetic gaskets and studs torqued to 85
Timing up top was always been around 18 on c16 and meth
plugs are checked after each run and looked more than fine in regards to timing mark and fueling ring....air fuel with meth is around 11:1 maybe a little leaner at times
My question ...is it a aggressive tune? Not enough clamping force? Stuff moving in the block?
I'm thinking getting a much bigger cam to mov the peak torque higher into the rpm band and using some arp custom age625 studs for more clamping or is it just to much power for a 4 bolt setup?
Thoughts??
My car is a 99corvete automatic with a iron 408 pushing about 22psi from a ysi
Cam is a bit small for 22 psi at 240/250
Compression is about 8.9:1 heads are trick flow 225
Car is 3600 with driver
Made 1014rwhp on dynojet so I'm thinking the motor must be making 1400 factoring 150hp to spin the blower and the rest in drivetrain loss.
Peak torque was at really low rpm....my best run 8.82@156
I pushed all kind of water out of the coolant tank ...pushing got worse pass after pass on my last pass must have lost 2.5 quarts of water
Car doesnt overheat or anything like that while street driving
Running .70thou cosmetic gaskets and studs torqued to 85
Timing up top was always been around 18 on c16 and meth
plugs are checked after each run and looked more than fine in regards to timing mark and fueling ring....air fuel with meth is around 11:1 maybe a little leaner at times
My question ...is it a aggressive tune? Not enough clamping force? Stuff moving in the block?
I'm thinking getting a much bigger cam to mov the peak torque higher into the rpm band and using some arp custom age625 studs for more clamping or is it just to much power for a 4 bolt setup?
Thoughts??
With a big cam like that, your compression and race fuel, ( and your massively inflated HP thoughts. Dynojets read very high to start with ), really you should not be pushing water
The problem could be a far too aggressive tune or a simple build issue. But you shouldnt be pushing water.
With a big cam like that, your compression and race fuel, ( and your massively inflated HP thoughts. Dynojets read very high to start with ), really you should not be pushing water
The problem could be a far too aggressive tune or a simple build issue. But you shouldnt be pushing water.
The problem could be a far too aggressive tune or a simple build issue. But you shouldnt be pushing water.
TFS have a .750 thick deck. They should be plenty fine at 1200hp or so. . I think there may be other issues maybe a defective gasket or maybe heads need retourqed since they had a few hood heat cycles. But either way definatly a weird issue