My Turbo/Motec Build
03-27-2019, 04:08 AM
#222
03-29-2019, 05:27 AM
#225
03-29-2019, 06:56 AM
#226
You have a lot of room to grow. 10% in both displacement and engine speed, over 20% total. Will it go over 50psi of boost without sealing issues? That could be a 1200hp-1300hp motor.
There is a new HPA video with Luke of 4P talking about going to a billet head because of porting limitations in getting the flow running over 11k rpm. He also talks about the limited supply and age of available OEM heads. These engines, arguably the most advanced of the pre-DI era, are becoming antiques.
There is a new HPA video with Luke of 4P talking about going to a billet head because of porting limitations in getting the flow running over 11k rpm. He also talks about the limited supply and age of available OEM heads. These engines, arguably the most advanced of the pre-DI era, are becoming antiques.
03-29-2019, 07:11 AM
#227
You have a lot of room to grow. 10% in both displacement and engine speed, over 20% total. Will it go over 50psi of boost without sealing issues? That could be a 1200hp-1300hp motor.
There is a new HPA video with Luke of 4P talking about going to a billet head because of porting limitations in getting the flow running over 11k rpm. He also talks about the limited supply and age of available OEM heads. These engines, arguably the most advanced of the pre-DI era, are becoming antiques.
There is a new HPA video with Luke of 4P talking about going to a billet head because of porting limitations in getting the flow running over 11k rpm. He also talks about the limited supply and age of available OEM heads. These engines, arguably the most advanced of the pre-DI era, are becoming antiques.
Easy to say when it's not you paying the bills on broken parts
03-29-2019, 08:13 AM
#228
Anytime you are pushing 900+hp from an engine and chassis that was designed for 250hp there is development and failure. However, 1200hp and 10.5k for drag racing (and 10.5k for road racing) are not unheard of K24 levels, especially on oxygenated race fuel. The power is a street Supra levels and that is usually 3L, at most 3.4L, turning under 8500rpm (oil pump limited).
4P described their K24 for Wiesco as 1200hp on C85. It was using the OEM 99mm crank. Going to an 89mm bore is very common. Stroking an F20/F22 to 97mm isn't unusual. The valvetrain to 11rpm is out of the catalog, although titanium valves if specified, would add to the cost. I'm sure 4P, ILP, and Prayoonto have all built engines with that spec. The K-series/F-series can get away with a lot because of roller cam and high-flowing head. For comparison, the Supra is limited by head flow (the Supra answer is 'more boost') and the Supra, GTR, and 4G63 all have flat tappet bucket lifters. For reference, F1 users a rocker with a rounded, DLC coated surface facing the camshaft acting directly above the valve, effectively getting the roller lifter without the weight of the roller.
What are your IATs? Going to an air-to-water intercooler and dry ice or an A/C-driven chiller with a reservoir may also add a bit.
I'm full of ways to spend your money...
The way to make a small fortune in racing is to start with a large one. Andre at HPA has a piece in one of his videos (I read the transcript) where he talks about his costs and lifestyle during his competitive drag racing days. It was in response to a question about clutch wear. Quite revealing.
When will your HPA video come out?
4P described their K24 for Wiesco as 1200hp on C85. It was using the OEM 99mm crank. Going to an 89mm bore is very common. Stroking an F20/F22 to 97mm isn't unusual. The valvetrain to 11rpm is out of the catalog, although titanium valves if specified, would add to the cost. I'm sure 4P, ILP, and Prayoonto have all built engines with that spec. The K-series/F-series can get away with a lot because of roller cam and high-flowing head. For comparison, the Supra is limited by head flow (the Supra answer is 'more boost') and the Supra, GTR, and 4G63 all have flat tappet bucket lifters. For reference, F1 users a rocker with a rounded, DLC coated surface facing the camshaft acting directly above the valve, effectively getting the roller lifter without the weight of the roller.
What are your IATs? Going to an air-to-water intercooler and dry ice or an A/C-driven chiller with a reservoir may also add a bit.
I'm full of ways to spend your money...
The way to make a small fortune in racing is to start with a large one. Andre at HPA has a piece in one of his videos (I read the transcript) where he talks about his costs and lifestyle during his competitive drag racing days. It was in response to a question about clutch wear. Quite revealing.When will your HPA video come out?
03-29-2019, 08:49 AM
#229
Anytime you are pushing 900+hp from an engine and chassis that was designed for 250hp there is development and failure. However, 1200hp and 10.5k for drag racing (and 10.5k for road racing) are not unheard of K24 levels, especially on oxygenated race fuel. The power is a street Supra levels and that is usually 3L, at most 3.4L, turning under 8500rpm (oil pump limited).
4P described their K24 for Wiesco as 1200hp on C85. It was using the OEM 99mm crank. Going to an 89mm bore is very common. Stroking an F20/F22 to 97mm isn't unusual. The valvetrain to 11rpm is out of the catalog, although titanium valves if specified, would add to the cost. I'm sure 4P, ILP, and Prayoonto have all built engines with that spec. The K-series/F-series can get away with a lot because of roller cam and high-flowing head. For comparison, the Supra is limited by head flow (the Supra answer is 'more boost') and the Supra, GTR, and 4G63 all have flat tappet bucket lifters. For reference, F1 users a rocker with a rounded, DLC coated surface facing the camshaft acting directly above the valve, effectively getting the roller lifter without the weight of the roller.
What are your IATs? Going to an air-to-water intercooler and dry ice or an A/C-driven chiller with a reservoir may also add a bit.
I'm full of ways to spend your money... The way to make a small fortune in racing is to start with a large one. Andre at HPA has a piece in one of his videos (I read the transcript) where he talks about his costs and lifestyle during his competitive drag racing days. It was in response to a question about clutch wear. Quite revealing.
When will your HPA video come out?
4P described their K24 for Wiesco as 1200hp on C85. It was using the OEM 99mm crank. Going to an 89mm bore is very common. Stroking an F20/F22 to 97mm isn't unusual. The valvetrain to 11rpm is out of the catalog, although titanium valves if specified, would add to the cost. I'm sure 4P, ILP, and Prayoonto have all built engines with that spec. The K-series/F-series can get away with a lot because of roller cam and high-flowing head. For comparison, the Supra is limited by head flow (the Supra answer is 'more boost') and the Supra, GTR, and 4G63 all have flat tappet bucket lifters. For reference, F1 users a rocker with a rounded, DLC coated surface facing the camshaft acting directly above the valve, effectively getting the roller lifter without the weight of the roller.
What are your IATs? Going to an air-to-water intercooler and dry ice or an A/C-driven chiller with a reservoir may also add a bit.
I'm full of ways to spend your money...
The way to make a small fortune in racing is to start with a large one. Andre at HPA has a piece in one of his videos (I read the transcript) where he talks about his costs and lifestyle during his competitive drag racing days. It was in response to a question about clutch wear. Quite revealing.When will your HPA video come out?