We wanted to get a motor together for BOTI, Fontana, just to have something to run. Planned months ago, the execution was less than brilliant. Found myself putting the engine together Wednesday night before the race. Installed it Thursday night and Friday morning. Got to the dyno 8:30 AM on the day of the race. The block is my old standby GSR block, kindly resleeved by Dan Benson. His work was flawless, as usual.
Import Builders provided the pistons and rods-Wiseco and Eagle respectively. The rods are slightly longer than the rods for the previous 92mm crank motor, giving it a rod ratio of about 1.52:1. (Old motor was 1.48:1). JG did the head and the port work looked pretty good, but to be honest, I could not tell a great head from a so-so head just by eyeballing it. Cams were my old Skunk2 Stage 2's, same as the old motor.
The biggest difference between the two motors was the intake manifolds, and it really shows up top. We were running a JG custom sheet metal intake manifold on the old motor, and every motor that we put that thing on pulls hard to 9,000+. This time we tried a ported ITR manifold, and at 6,300 this motor dominated the old motor by 16 ft-lbs. of torque and over 20 HP The problem is that the ITR manifold just ran out of steam after 7,000 rpm and really nose dived after 8,000 rpm. At 8,700 the old motor beat the new one by 20 HP. Here is the graph:





The new motor is getting the JG manifold and a couple of other minor tweaks to see if we can pull some serious numbers out of it. Graphs will be posted as usual

 

Nicely done again Todd How would u think the Victor X would do here?

 

nice numbers!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sheepey &raquo;</TD></TR><TR><TD CLASS="quote">How would u think the Victor X would do here?</TD></TR></TABLE>
I think that it would make some pretty good numbers. From the graphs that I have seen with that manifold, it keeps on delivering power well past 9,000 rpm.

 

Nice man, what kind of car is this in??

 

i say try the jg manifold or if oyu can get your hands on the Endyn/AIR manifold. Also try using a Jun stage 3 intake cam wiht your skunk2 stg 2 exh cam.

nice numbers

Greg

 

good numbers, what crank are you running?

 

whats the cr? why not slap on the AIR or some itb's?

 

what size TB on the old and new motor? those are some sick #s , congrats.

 

very sick numbers!

very nice build....

 

I assume you went with shorter pistons to accomodate the longer rods? Do you know the compression height?

 

I'd also like to know the TB size and compression, oh and what grade fuel?

 

Compression is ~ 15:1. Compression height of the pistons is 0.985. Pins are 0.748. Pistons weigh 285 grams each. Throttle body on this motor is 70mm. The old motor was running a 74mm throttle body, and that throttle body will be going onto this motor shortly. 110 octane fuel. Motor is in a 95 EX coupe.

 

Who did the porting on the ITR manifold?

 

good #s as always todd. i actually am goin back to my ITR IM cause im running slower on the JG than i was last yr with the ITR. i figure it cant hurt anything to try. maybe its just my tune, who knows. the car just isnt trapping like it did last yr so i gotta try something new.

 

Maybe it's time for a new motor
The ported intake manifold is something Import Builders is selling, I don't know who is doing them for him.

 

i was goin to do a 85X95 next year but since i cant seem to get this ****** thing figured out im definitely not goin bigger yet.
over the course of last winter i added 3 things. phantom grip rockers, JG sheetmetal IM and 70mm TB. so my guess is my problem is the JG manifold cause HP shouldnt be affected by the PG rockers and i wouldnt think a bigger bore TB on a 2L with 13+:1 CR would hurt over my old ITR TB.
the AF ratio should be right on target cause we datalogged some full throttle pulls and were able to change a few things. what we didnt change was the timing curves cause it ran strong the year before on the same curve.

 

That is insane!