While i agree that making horsepower is "similar enough" across the board, can we really compare the LSx platform to the Coyote? Despite the fact that Lsx motors are very capable of making big NA power, they do so at much lower rpms, and are much larger engines. Naturally a larger engine will pull a stronger vacuum (i may start talking out of my ass at this point, its all "theory") so it will take longer for a throttle body to become a noticeable restriction. On our smaller, higher revving platform, i feel that smaller restrictions become much noticeable much sooner.
Need info!! Ported CJ intake vs Ported Boss setup!
- Thread starter EJR
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While i agree that making horsepower is "similar enough" across the board, can we really compare the LSx platform to the Coyote? Despite the fact that Lsx motors are very capable of making big NA power, they do so at much lower rpms, and are much larger engines. Naturally a larger engine will pull a stronger vacuum (i may start talking out of my ass at this point, its all "theory") so it will take longer for a throttle body to become a noticeable restriction. On our smaller, higher revving platform, i feel that smaller restrictions become much noticeable much sooner.
So what we've thought before, that larger TB's were a waste on these cars, is that now defunct? Meaning someone like me, with a stock TB, small JLT CAI, and ported Boss. How much could I theoretically gain going to a 90mm TB and the Airaid intake? It seems like on stock heads/cams, the engine wouldn't be able to utilize that much extra air. Am I right in ASSuming that?
Idk if I'd call it defunct, most people on this forum don't care about 7 hp here..11 hp there..5 hp over here etc. But if you want to squeeze all you can out of these motors na you have to take a look at everything. Like shaun, doesn't have longtubes or a driveshaft and makes 450rw on pump. He has a lot of small stuff like porting the intake..clutch and flywheel..lighter wheels..etc it all adds up.
I'm staying NA, maybe a little bit of nitrous later, but no forced induction for sure. I have a Mcleod RXT and lightened billet steel flywheel ready to go in, just gotta quit being lazy. You're right though, it all adds up.
Aluminum flywheel and good clutch is worth a solid 7-10rwhp.
You wont get anything out of a 90mm TB because you cant open up the inlet of the boss intake enough. 85mm, however, you can. And while the airaid is the biggest SHELF intake you can buy....i still think there will be gains in going custom 4". I plan on going from stock boss intake, stock tb, C&L Air intake (78mm) to a ported boss, 85mm TB, 4-4.5" air intake all in one shot. I was simply using 90mm as what I think the max size you would see a gain up till. These motors do not need 110mm TB/inlets to achieve max power. If you started to approach 600whp NA, then it may start to be a benefit.
Current numbers are 450-455, 390-395 pending air quality all SAE. I expect ill be seeing a solid 20whp gain all together. More is bonus.
At that point, ill focus more on drivetrain efficiency to get to 480... then likely some comp cams to make 520-525whp...all pump gas.
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I don't have the link but I thought jpc made 507 with the boss intake and a set of cams on 93. Want to say they made close to 470-480 with stock intake.
Google jpc cams... should be first story. Its a svt forum thread
My bad car has ported heads. Sorry
My bad car has ported heads. Sorry
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Yeah, I did see where JPC and Revauto hit 500 with Boss manifold and JPC regrinds. Can be done but less than a hand full have done it. Same Revauto car has a video of them switching form the Boss manifold to a CJ with custom CAI. The switch added 20hp and 11tq. Most folks above 500 now are running the CJ set-up, so although 20 hp may not be worth the extra $$ you would have to spend for the CJ stuff, it's still the best option for a max effort NA build.
When it's all said and done, one probably will not feel the power difference between the two max effort builds. Only a dyno will see the difference. Looking forward to seeing some track times with both set-ups maxed out. Also looking forward to seeing Evans finished product.
i'd be willing to bet Shaun@aed has tuned quite a few of each of these setups and may have some datalogs saved. I know its asking a lot, but if he's willing to put in the work, on my previous platform we used virtual dyno with great success. If the logs were taken on a flat, smooth road with no wheel spin, and the correct information is put it, the results were often within 3-5 whp/wtq of an actual dyno. Numbers aside however, i believe this will allow us to see the curve differences between these intakes which should be the main difference.
http://www.virtualdyno.net/
This is a great device to monitor and track gains when used correctly, i highly recommend yall try it out. Since its free (they appreciate donations) it could be an easy cheap way to quickly start tracking the differences once people get the hang of using it.
At the very least its maybe a step in the right direction instead of all this "on paper" stuff.
http://www.virtualdyno.net/
This is a great device to monitor and track gains when used correctly, i highly recommend yall try it out. Since its free (they appreciate donations) it could be an easy cheap way to quickly start tracking the differences once people get the hang of using it.
At the very least its maybe a step in the right direction instead of all this "on paper" stuff.
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