Mifff
10+ Year Contributor
- 30
- 1
- Aug 16, 2012
-
Colorado Spr,
Colorado
Goals - 450hp daily driver on pump (91 in Denver)
Head parts investment - Kiggly race behives, engnblder standard sized valves.
6-bolt block investment - Kiggly Girdle, arp mains, arp "L19" headstuds.
I took my head to a shop here in Denver (Heads by Drew) and Drew really seems to know his stuff. He mentioned to me that he really liked to perform the full head assembly and that I would need cam shafts. My original thought was to use Delta regrinds but he mentioned those would need to be shimmed to account for the smaller lobe diameter which got me thinking if I wanted to shim the lifters. This came as a little bit of a surprise to me as I wasn't planning on getting the cam yet but I need to make progress on the project so now is better than later.
My research has leaned me to at least the 272/272 variety on these cams. I know twicks69 is using 292 cams but I don't intend on making that kind of power so i'm asking if a 272 is my cam or should I look at something else for 450hp? I know this isn't a really good question to ask without knowing the turbo so naturally that segues into the next question.
It's time to select the turbo for this build. I have read that a HX35 or HX40 is a very solid performer in this realm. I would like to use a FP race manifold to simplify the installation so I believe that means I needs a BEP .55 A/R housing, with this be a restriction to reaching my goals? What would be an equivalent FP turbocharger (or turbo in general) for this HP goal?
Finally, I recently created another thread asking if my used pistons were okay (once refurbished) to put back into service. The opinion was that I could go that route but it might be less headache to just purchase new rods/pistons which is the direction I decided to go. The question is many have said that 8.8 compression might make the car hard to tune for using 91 and that 8.5 might be better for this application. I was planning on buying a forged piston/rod combo from extreme PSI (manley/weisco) unless there were objections. The main thing i read about the difference in compression is the better response the higher it is. Is .3 that noticeable of a difference in compression? Should I look at the 8.5 or will this compression factor not play a significant role?
Thank you for all your feedback in advance, sorry to make another "build my car thread".
Head parts investment - Kiggly race behives, engnblder standard sized valves.
6-bolt block investment - Kiggly Girdle, arp mains, arp "L19" headstuds.
I took my head to a shop here in Denver (Heads by Drew) and Drew really seems to know his stuff. He mentioned to me that he really liked to perform the full head assembly and that I would need cam shafts. My original thought was to use Delta regrinds but he mentioned those would need to be shimmed to account for the smaller lobe diameter which got me thinking if I wanted to shim the lifters. This came as a little bit of a surprise to me as I wasn't planning on getting the cam yet but I need to make progress on the project so now is better than later.
My research has leaned me to at least the 272/272 variety on these cams. I know twicks69 is using 292 cams but I don't intend on making that kind of power so i'm asking if a 272 is my cam or should I look at something else for 450hp? I know this isn't a really good question to ask without knowing the turbo so naturally that segues into the next question.
It's time to select the turbo for this build. I have read that a HX35 or HX40 is a very solid performer in this realm. I would like to use a FP race manifold to simplify the installation so I believe that means I needs a BEP .55 A/R housing, with this be a restriction to reaching my goals? What would be an equivalent FP turbocharger (or turbo in general) for this HP goal?
Finally, I recently created another thread asking if my used pistons were okay (once refurbished) to put back into service. The opinion was that I could go that route but it might be less headache to just purchase new rods/pistons which is the direction I decided to go. The question is many have said that 8.8 compression might make the car hard to tune for using 91 and that 8.5 might be better for this application. I was planning on buying a forged piston/rod combo from extreme PSI (manley/weisco) unless there were objections. The main thing i read about the difference in compression is the better response the higher it is. Is .3 that noticeable of a difference in compression? Should I look at the 8.5 or will this compression factor not play a significant role?
Thank you for all your feedback in advance, sorry to make another "build my car thread".