The V8 Owners Forum -

bigaldart wrote:Just take the specs and have a solid lifter grind done, we did have one to solid lifter spec, again it was a great grind and made good power, we even ran it at one time with hydraulics on the exhaust and solid on the intake. I cannot say we have ever made more power with a bigger cam, timeslips are the only clue I have and the blower cam has always made the best numbers. Things evolve so quickly on a race engine so other changes can have an effect. Personally I live and die by the time slip.

Alan

Fine on a drag car...again using the same logic on a road car...well, there is no logic in doing that.

Working only off time slips, which are very much traction and total power related...could end up with a terrible road car, terrible manners and just generally everything you dont want, for almost no benefits everywhere else where the car will spend 90% of its time.

The supercharger will run with whatever cam you put in it,
At the moment, mines got the "typical" surge going on.In traffic,no problem,as the blower isnt working,
Emissions could be a problem,but as mine is in a 1954 car, what makes it MOT exempt,I'm not going to worry about it

The blower cam has great road manners and I would even install it in a N/A street car. The race comments were intended to show you don't need a massive cam to make power and a more moderate cam will make similar numbers while being a much more pleasant drive.

Alan

bigaldart wrote:The blower cam has great road manners and I would even install it in a N/A street car. The race comments were intended to show you don't need a massive cam to make power and a more moderate cam will make similar numbers while being a much more pleasant drive.

Alan

Absolutely, that's why I think anything in the 300deg range will be too much.

The biggest mistake is trying to aim too big.

thanks for the input guys,

engine set up at present its a little dark until V8D return my calls regarding pricing,

its either going to be my current 4.6 with forged rods and crowns with around 9.5:1 or slightly higher (no higher than 9.75:1), to keep it drivable on the road with no boost,

or the 96mm 5.0 conversion again with the forged rods and pistons,

It all depends which turns out the best cost effective regarding the pistons and rods,

will keep you posted.

From what I have read with 9.75 CR max boost on pump gas should be no more than 7.5 psi. If you want to run 14 psi then CR would need to be around 8.5

But bet other have different views on this

Very much different views, and no straight answers either !

But same as the US forums, I'd love to know where people get the notion that running say 9.0:1 vs 10.0:1 that their 5.0 V8 will suddenly turn into a turd with the lower option..

it's still a bloody 5.0 V8 LOL! I'd say most would struggle to tell the difference, even more so with a blower attached to it.

Currently a lot of the yanks seem to be running very high compressions with boost, often higher than 10:1...but then they run around looking for fancy dual fuel ( either race fuel or E85 ), or meth injection systems etc to band aid their high compression.

I've no doubt staying a little on the higher side will have benefits, but not if you dont have the fuel to accommodate the higher CR

I certainly wouldnt say to drop below 9:1 for the build here, somewhere low-mid 9's would be a good safe place to me, and easily accommodate any boost the blower will make.

You probably could push higher...but really, why ? Why push harder, why risk being closer to detonation ( given damage incurred ) etc etc ?

The gains you may see in pushing high CR's really will not outweigh the risks.

And any perceived losses from going a little lower....really arent anything to worry about for the safety margin they will offer the tuning.

This makes a good read but no idea how accurate it is

http://www.xcceleration.com/cr-boost%20101.htm

Coops, I am in no way an expert but looking at the advice on here I would stick with a 4.6 as that should be a stronger block with thicker cylinders etc. Once you go to 5.0 and boosting that is going to put a hell of a lot of strain on an engine with very thin cylinder walls that you want to be reliable and use on the road.

Unless of course this is going to be a race car only then the 5.0 might make more sense.

THE 5.O is built with thicker liners again to accommodate the 96mm bore, as far as im aware
already asked this question lol, and waiting on a confirmation,
finding 94mm bore forged pistons is turning into a headache to fit the 4.6,
shite loads of 96mm bore ones and a lot cheaper too,

I don't know if this is teaching you to suck eggs, but I found this a while back...
http://www.roversd1.nl/sd1web/capacity. ... h digging.

I don't know if this is teaching you to suck eggs, but I found this a while back...
http://www.roversd1.nl/sd1web/capacity.html

The first chart shows that 94mm pistons were used in Rangies.

I have a chart somewhere that has the types of pistons/rods that can be mixed and matched, but for the life of me I can't find it at the moment. I'll keep digging, I'm day off today, so hopefully it will turn up with enough digging.

Coops

In that case the old adage of

Ain't no replacement for displacement

Should be used

Spongo wrote:Coops

In that case the old adage of

Ain't no replacement for displacement

Should be used

Boost is !

boost is goooooooood lol

pity im missing it so much at the moment lol