Going Built
5.4 3v, Stock whipple everything (80 something mm MAF) stock fuel injectors (24lb) and whipple tune. Nothing else was done to the truck other then whipple. I was running 255/65/17 tires that the guy who owned the truck before me put on. Factory tires are 265/60/18 on my truck. Truck is a extended cab 6.5 foot bed lariat so it has the extra weight of power seats, center console etc. Shes a pig.
So with a 5.4 L 3-valve, 2300 AX, bigger injectors, same size MAF, and a Whipple tune, you basically made the same power (With a different powerband) that I did with a ProCharged 4.6 L 2-valve (P-1SC and a 2-core IC), with 19# injectors, 80mm MAF, and NO TUNE.
To put it into perspective, my REG CAB 4.6 L 5-speed would run neck to neck with a SCREW with a 5.4 L with the same blower (Both 2-valves). Mark will attest to the fact that I have NEVER beat him, largely due to the inconsistency of the 5-speed. It was always close, but close only counts in horseshoes, hand grenades, and nuclear war.
But bracket racing was not my goal.
But then you increased boost, and got tuned. This is where the Whipple came into it's own. That, and the fact that you had the advantage of 50 CI more displacement and the improved flow of the 3-valve heads and VCT to alter the cam timing. Comparing apples to oranges, but a good comparison nonetheless. We made basically the same amount of power, although I was the underdog. I could put my centrifugal into the powerband anytime I wanted by side stepping the clutch or dropping a gear while cruizin.
The single plane intake on the Whipple played a BIG part in this, and widened your powerband based on the characteristics of the blower and intake. I was running a stock LONG runner dual plane intake with an IMTV that would open at WOT, which, to put it simply, shortened the runners to create more top end power.
Now I run a D-1SC at 12 PSI, and a 3-core intercooler. I now recommend the D-1SC instead of the P-1SC, and we have not sold a 2-core since the 3-core came out.
Good stuff here. Thanks!
To put it into perspective, my REG CAB 4.6 L 5-speed would run neck to neck with a SCREW with a 5.4 L with the same blower (Both 2-valves). Mark will attest to the fact that I have NEVER beat him, largely due to the inconsistency of the 5-speed. It was always close, but close only counts in horseshoes, hand grenades, and nuclear war.
But bracket racing was not my goal.
But then you increased boost, and got tuned. This is where the Whipple came into it's own. That, and the fact that you had the advantage of 50 CI more displacement and the improved flow of the 3-valve heads and VCT to alter the cam timing. Comparing apples to oranges, but a good comparison nonetheless. We made basically the same amount of power, although I was the underdog. I could put my centrifugal into the powerband anytime I wanted by side stepping the clutch or dropping a gear while cruizin.
The single plane intake on the Whipple played a BIG part in this, and widened your powerband based on the characteristics of the blower and intake. I was running a stock LONG runner dual plane intake with an IMTV that would open at WOT, which, to put it simply, shortened the runners to create more top end power.
Now I run a D-1SC at 12 PSI, and a 3-core intercooler. I now recommend the D-1SC instead of the P-1SC, and we have not sold a 2-core since the 3-core came out.
Good stuff here. Thanks!
Last edited by IR0NS1N; May 24, 2013 at 01:17 PM.
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From: North Carolina
6 pages in but 4 of them are lengthy nonsense post.
Anyway no I haven't bought anything yet. May not buy anything until she's at the machine shop. Can't order pistons for a specific CR until I have torn down.
Anyway no I haven't bought anything yet. May not buy anything until she's at the machine shop. Can't order pistons for a specific CR until I have torn down.
Last edited by twinskrewd; May 24, 2013 at 08:12 PM.
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From: BC, Canada
Still on the look out for cheap new parts. The Lightning boys normally have stuff on sale. Virtually the Same bottom end as you know.
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Found these guys http://mhpengines.com/home and they seem to have a great reputation along with some killer prices. I will be talking with them this week. They have the kit with the parts I want. With their prices I'll be able to afford to have Scobar apply coatings too. It also appears they are or will be doing 5 axis CNC porting so I want to know what they will offer and when. JDM doesn't have a spot open on the dyno till fall so I've got plenty of time to shop.
I've got a bunch of the cerakote/nic stuff on my truck.
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Thanks Scott^^^ appreciate you following up with the emails so quickly.
On another note these guys http://www.proweldperformanceparts.com/id91.html appear to do a lot more to the heads for about the same money as MMR. MMR does seals, 5 angle valve job, and porting. Proweld does this plus bronze guides, a more thorough inspection, pressure testing and more, plus the Comp Cams Beehive springs, new retainers, locks, and stainless steel valves all for $1189. Not bad at all! Check them out!
http://www.proweldperformanceparts.com/id91.html
On another note these guys http://www.proweldperformanceparts.com/id91.html appear to do a lot more to the heads for about the same money as MMR. MMR does seals, 5 angle valve job, and porting. Proweld does this plus bronze guides, a more thorough inspection, pressure testing and more, plus the Comp Cams Beehive springs, new retainers, locks, and stainless steel valves all for $1189. Not bad at all! Check them out!
http://www.proweldperformanceparts.com/id91.html
Last edited by twinskrewd; Jun 1, 2013 at 12:17 AM.
Ah the woman mod. Very very expensive but getting your rocks off beats smoking a Camaro.
Last edited by IR0NS1N; Jun 13, 2013 at 07:58 PM.
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From: Colorado Springs
This will change. Your truck will always be there for you and won't judge you, nag you, or try to "fix" you.
