Hear is my question these motors are making big numbers. But to say it is a pump gas motor is the question?? To me a pump gas motor can run in the car every day on the same tune that the car put down those numbers and drive to the track on 93 octane on the same tune no de tune . OK this motor was run balls to the wall on the dyno on the pump gas to get that Number @ 22 psi .
Isn't that the purpose of a dyno -- balls-to-the-wall? Just because it was run hard doesn't mean the tune is unsafe for the street. If he was looking for bragging rights, I think he could have picked a much larger camshaft and spun it to higher RPMs and picked up plenty of HP. IMHO, that engine build made several trade-offs in an effort to keep streetability.
Now @ 22 psi the motor isnít detonating ??????
I've personally run 30 psig on a daily driven pump gas motor. I blew a couple $10 head gaskets getting to that point, but it lived happily once I got the tune right. I didn't have the luxury of a dyno. Boost is simply a measure of restriction and doesn't really say too much.
But to say to keep the motor drivable the motor would have to be detuned in order to drive ON THE STREET AND NOT TO GRENADE THE MOTOR WITH THE 93 OCTANE AS A DAILY DRIVER. SO YES THE MOTOR MADE THE NUMBERS ON THE DYNO
BUT THEORETICALLY THE MOTOR WOULD NOT SURVIVE AS A STREET MOTOR WITH 22 PSI OF BOOST.
I don't think we have enough information to definitively state this. Did it say the motor was on a race tune vs. street tune? Did it say he detuned it to run on the street? High boost #'s at high'er' RPMs can be completely safe. If the turbo is properly chosen for its intended usage, it'll be in its efficiency sweet spot and keep the IATs low'er'.
Basically, they took a 501 cid BBF, put good parts in it, and made 507 HP. I think most people on this board would overwelmingly agree that it is a very mild engine with low RPMs and mild camshaft specs. So, just because they bolted a couple turbochargers on it...now it's some extreme, race-only engine??? Doesn't make much sense to me.
MY SB2 358 CI SMALL BLOCK CHEVY WAS 14:5:1 COMPRESSION IT WOULD DIESEL ON 93 BUT WITH W.O.T IT WOULD RUN BALLS TO THE WALL ON 93
BUT FOR HOW LONG??? I KNOW 22PSI IS WAY MORE THAN 14:5:1.
I disagree. Your 14.5:1 CR is still 14.5:1 when idling at the stop light. A turbo engine isn't seeing boost when you idle or at lower RPMs. Therefore, that engine is more likely seeing its 8.5 (whatever it is) CR. Like boost, static compression ratios are only a small bit of information. Also, camshaft specs will greatly affect both engine combos and low speed drivability.
I'm building a turbocharged 547 BBF. I anticipate my engine HP will be limited by the size of the turbocharger (only a 98 mm), but I still expect 1,200'ish HP. I strongly believe I could 'easily' build 1,500+ HP with a camshaft and turbo change. My engine will have A/C, P/S, ect. My wife will drive it on road trips without troubles and my 4.5 month old daughter will ride comfortably in the back seat. I won't tell you I'm saving $$$ with my engine build. I expect my total build cost will be higher than a race-only build with similar HP. That's a trade-off I'm knowingly making, though.
Big HP doesn't require a trade-off in streetability. Think of all the Mustang guys with 4.6 liter engines surpassing the 1,000 hp mark with bolt on parts. Now, if you almost double the engine size, I don't think 1,500+ is too far out of line.
Yes, it's a fun conversation. I have strong opinions and I believe that many people have not yet realized the advantages of forced induction.
Have a good day!