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Friction modifier adds additional slipperiness to the oil which allows the clutches to slip without chattering. Friction modifier reduces the coupling ability of diff clutches so run the minimal amount necessary to eliminate the chatter in a turn and no more.

Additional friction modifier is not needed unless you get chatter in a turn; adding an extra bottle just to do it reduces the ability of the diff clutches to engage. I've had Severe Gear with no extra friction modifier for over a year with zero diff chatter. Try it without it first...

More like an MD setup to "read" like a DynoJet, that ends up reading higher than a DynoJet which is really common.

Lunds build is a 5.8, either 11:1 or 11.2:1, Slawko ported heads, L&M NSR cams. They talk more about the engine combo on their first Gen 3 vid.

26.2 psi at the top of the pull.

You aren’t arguing with someone who doesn’t understand, you fail to to understand. Cody’s combo isn’t a “max effort build”. Cody’s combo may near the limits of his parts, but that because it ISN’T a max effort build. I built the engine, I spec’d the pistons/cams, I know what was left on the...

The timing was held back because we honestly weren’t chasing a dyno number. 19 deg was nice and safe on the plug, so we called it a day. Going by the plug, it could have taken another 2-3* before the timing mark neared the bend but there was no point in pushing it, the combo already exceeded...

No, it isn’t. Again, take the last combo I laid out and drop the compression ratio. That is what a true max effort “Street/Strip” combo looks like. You specifically asked me to tell you what max effort build looks like, I obliged. It doesn’t look like Cody’s build, which left quite a bit on...

I do agree with that...

What happens if a "medium effort" combo makes close to 1300 with Gen3R and gear change? :eek:

VMP 173 on the top, KB 168 on the bottom. The 173 definitely leaned out Cody’s tune, so there was some air flow improvement with it. Still unsure of any direct gains because the 168 went into failsafe @ ~6000 rpm every pull. A back to back comparison on a 1000+ rwhp combo would be interesting.

It’s not splitting hairs, there’s just a difference between a fairly basic, matched rod/piston/H/C combo and a true max effort combo. There will eventually be a ceiling imposed by the engine’s architecture. The point I am making is that Cody’s combo is not a max effort combo even within the...

Nothing about the combo is max effort. The heads aren’t max effort, just Ron Robart’s standard GT port with stock valves - 350/300. Not his large port/+2mm 390/350 heads. Stock cube, stock crank, iron block, 10:7:1. The combo is pretty basic, just pretty well matched at this point. What...

Nowhere near a max effort build, 25-26 psi through the pull

The VMP 173 is the largest/highest flowing DBW oval throttle body on the market that I'm aware of. It is a good bit larger than the KB 168. The revised 173 version has been working well on Cody's car.

I guess, but even the regular Gen 3 is 1200+ rw capable with a decent combo. See first post.

1320 IS THE BEST

13/14 use the same valve springs. With a billet center counterweighted crank, rods, OP gears and springs these engines will go 8k+ without issue. With a stock crank I wouldn't go over 7500, Mihovetz says 7200 is reliable limit. Stock/Cobra Jets flex and beat out the #3 main if you take a...

From a roll a stock 13/14 GT500 and a Hellcat is a driver's race. Take a lightly modded GT500 and you have an easy win over a stock Hellcat from a roll. Had that been a 392, it would have been a distant memory in quick fashion.

If it works for you guys, that's great. But you asked the question; I've seen a Manley H-beam wrinkled at less than 800rwhp. H-beam failures are also becoming fairly commonplace as power levels are climbing. In fact, I know of one fairly well covered turbo 4.6 that lost his motor to an H-beam...

Kooks 2" :-)

If you're on pump gas with a 2.4 upper - Brisk GR12S, 8-heat range non-projected tip plug with drivability as good as a TR6.

No UOAs for Shell Rotella T6 5W-40?

NT

There were no timing or A/F ratio changes. The dyno runs were absolutely logged, and fuel trims were fine. There is no entrance mismatch whatsoever with the Twin 67, despite the 24 RWHP and 1.5 psi boost gain with the SCJ. The Twin 72 received no port matching, as this was a ported 5.8 blower...