hey dood, take it easy! stop making fun of my engine build ...............

 

Without doing internals...........perhaps a very, very long shot with the right combo of mods and cams (not going to happen on a DE w/o them). I could see low 290's on a dynojet with all the right combo of mods and aggressive timing on race gas.

 

i definitely didn't make fun of any of those builds. only thing i don't like about n/a is power vs cost.

 

I was just kidding, but it is like you said $/hp it is not the best choice.

 

im not in a dream land. if its not possible than i can accept that. i was just curious.

 

To the crank? No one will certainly know. Estimates or conversions are just pure speculation. Those 15% (or whatever) conversions as bogus, considering that different dyno's will yield different initial numbers... aka ricer math.

Considering that "crank power" for the revups are 293hp under the new SAE standards, and that I gained 25 peak whp from my mods, I would be pretty close to 320 "crank" hp.

But what's really the purpose of trying to figure out crank HP?

 

We are not trying to figure anything out, we are just using the stock number as a reference and a net gain of ~25% at the crank or wheels is the same. The point is that it is not possible with just boltons however like mike said you can perhaps get there with some higher fuel.

 

Normally engine designers leave 10% of what's possible for reliability and bad gasoline purchases. Unfortunately the US is bad gasoline city now to conserve oil and stretch supplies. The best pump gas is no where near the 1990-95 quality in MON octane or btu per gallon.

Factory engineers use special gasoline to measure SAE Power on dynos leaving owners down to begin with. E10 alone reduces thing by 3.5% due to lower btu.

 

I don't know about that....I believe the SAE regulates the gasoline used by manufacturers to produce those numbers. But I do agree gas isn't what it used to be.