my 347 stroker thread

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May 2, 2009 | 11:06 PM

#106

Conanski

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From: Ottawa, Ontario

Quote:

Originally Posted by 73FOMO

Paul...I used sequential fire injection, 700 cfm.

That explains the difference then, my numbers jump quite a bit when I switch to SFI from TPI.

May 2, 2009 | 11:17 PM

#107

Conanski

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From: Ottawa, Ontario

Quote:

Originally Posted by 70torino429

im really planning on going all out on this car, i guess you could sort of call this more of an overkill project lol, with the only limitation being that it needs to run good on pump gas.

Well.. I think you're really going to be stretching the definition of "running on pump gas" with a potential 11:1 motor.. even the premium we get isn't that great so you'll be carrying lots of octane boost around with you. If you want monster TQ that will run on whatever fumes you can pour in the tank just get a 460 and cam it up.

May 2, 2009 | 11:22 PM

#108

70torino429

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From: Mass.

well..460 isnt really an option, due to space. a 351 already cant fit longtubes in this car due to space. premium here is 93 octane. where are you getting the 11:1 compression ratio?

May 3, 2009 | 09:43 AM

#109

Conanski

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Well all the dyno sims we have been running have mid to high 10's CR which is close enough. If you can't fit longtubes it's not worth it in my opinion, so maybe that counts out the 351 too unless you can find a way to shoe horn them in there. This 5.0 based stroker will deliver damn good power and performance with appropriate gearing.. which is going to be around 4.10s BTW. The other thing to consider is that these simulations are just that.. an educated guess, real world results are going to be a little different. The DD software is based on GM engines and induction systems, and while they are similar to the Ford systems it's a bit of an unknown how much the results are affected. Same goes for the aftermarket intakes. So there's a good chance your actual engine performance will be somewhere in between the estimates we have produced. While I'm at it here I'm ging to post up a couple graphs showing the difference between TPI and SFI induction in the software, and with that other cam I mentioned earlier.

May 3, 2009 | 09:56 AM

#110

70torino429

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the best headers i know that can fit are some mid length headers and that requires taking out the column shift lever and going to a floor shifter, of course a 5 speed swap would remove the problem as well. im going to have to buy a couple sets of longtubes probably and hope that i can modify a set of them to hug the block a little closer to fit. i dont know for sure that longtubes wont fit, im just going off what other people with the same car say.
well, the way things look right now it seems like the 351/357 is the easiest and cheapest way to go which would allow for future improvement without worrying about block strength, which is my biggest issue with a factory 302 block. since the 351 will likely be a very powerful engine ill try it with that and see how i like the performance, and if i really feel the need for more, ill opt for a 393 but like you said if i cant fit longtubes a 393 would really be choked out by shorty headers. btw gearing is most likely going to be either 3.55 or 3.73 which would probably suit a 351 better.

May 3, 2009 | 10:17 AM

#111

Conanski

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Here are the sims showing the difference between TPI and SFI in the software. The second graph is the Comp Cams 35-320-8, it produces substantially stronger low rpm TQ but sacrifices a little peak HP to do it.

May 3, 2009 | 10:24 AM

#112

Conanski

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Here is a 357 with the same 2 cams...

May 3, 2009 | 10:33 AM

#113

70torino429

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From: Mass.

well it looks like with either engine the comp cam is much more appropriate than the e303, seeing as the engine will never even see close to 7000 rpm. probably 6000 at the most, and the fact that its a heavy car which needs the low end tq more. i should have some pics up of the car later today, for anyone whos interested in seeing the project as it comes along, ill update as i can. first order is tires and suspension.