with some break-in miles on the motor and more tuning we think it will make in the upper 600's NA.
so this is what will run the One Lap next week and make it the whole 5000 miles we hope. after that it gets a bigger cam and better flowing heads and we'll see if we can get it over 700 rw hp NA.
Last edited by John Hennessey : April 27th, 2006 at 10:10 PM.
11.0 cr on 93 octane. with some break-in miles on the motor and more tuning we think it will make in the upper 600's NA.
so this is what will run the One Lap next week and make it the whole 5000 miles we hope. after that it gets a bigger cam and better flowing heads and we'll see if we can get it over 700 rw hp NA.
let's see how it holds up after 5000 miles of One Lap of America. if it all holds up fine then i will announce the details, price, turnaround time, etc.
right now its one big rolling experiement. and so far it looks like it has potential.
John- any signs of detonation with the 11:1 compression, Is it equipped with a knock sensor? How much did you have to modify the intake manifold to support the increased cubes, did you extrude hone it, cut it open and port it, or just port what you could reach? Or did you build a new manifold? Still running flat top pistons or did you use dome ones? combustion chamber now around 77cc's? Stroked and bored? Dang I got alot of questions. Great job!
750hp at the flywheel on the basic build is pretty stout John - well done. Are we allowed to know the bore/stroke combo?
418viper - 11:1 on 93 octane is not hard if you have the right combo and build quality then tune it properly. Here's a couple of key areas that if addressed - make high compression ok on pump gas
1 - adequate cam overlap (to reduce dynamic compression as compared to static). A fast action very low overlap cam would make too much dynamic compression to run pump gas at 11:1, but a bigger cam would work fine.
2 - tight quench (rule of thumb - allows 1 full point of compression more for any given octane rating). Tight means under 0.040. Over 0.045 there is NO tight quench on a steel rod motor.
Personally I only know of 1 tight quench Viper - but am sure there's plenty I do not know about. Getting it "tight" means all 10 cylinders have to be individually blueprinted in case you get variations that might be fatal.
BTW - A stock Viper motor has very poor quench clearance - not even remotely close to a real race engine - street or pro. It's the FIRST thing I'd do to a Viper that was going to be anything more than a bolt on basic - change pistons and get the quench right.
John - are you going to get Greg to do a set of those new big JM heads? That should wake it up no end!
with some break-in miles on the motor and more tuning we think it will make in the upper 600's NA.
so this is what will run the One Lap next week and make it the whole 5000 miles we hope. after that it gets a bigger cam and better flowing heads and we'll see if we can get it over 700 rw hp NA.
BIG BREEZE...... 651/655 ARE KILLER NUMBERS ON 93 OCTANE AND 11.0 CR.CONGRATS FOR STEPPING UP ON THE NATURAL ASPIRATED ALL MOTOR PROGRAM.ANY CHANCE U CAN POST THE DYNO SHEET?THANX!
BIG BREEZE...... 651/655 ARE KILLER NUMBERS ON 93 OCTANE AND 11.0 CR.CONGRATS FOR STEPPING UP ON THE NATURAL ASPIRATED ALL MOTOR PROGRAM.ANY CHANCE U CAN POST THE DYNO SHEET?THANX!
coming from the king of all motor - i really appreciate the compliment! i will try to post the dyno sheet and timeslip this weekend. we should have lots of videos after the one lap too.
john- any signs of detonation with the 11:1 compression, Is it equipped with a knock sensor?
no detonation problems at all on 93.
we can make the knock sensor functional but right now its not.
How much did you have to modify the intake manifold to support the increased cubes, did you extrude hone it, cut it open and port it, or just port what you could reach? Or did you build a new manifold?
hand ported stock intake.
Still running flat top pistons or did you use dome ones?
flat tops
combustion chamber now around 77cc's?
close
Stroked and bored?
yes 4.25 x 4.07
Dang I got alot of questions.
glad to try to help answer them for you.
JM needs to make his killer heads available in rough cast versions. He'd sell more and people like Greg can play.... lol - no harm in that.
400cfm heads are going to wake up the V10 more than many think.... esp if accompanied by a crank that weighs a LOT less than the almost 100lb stocker!
BTW John - many gave the SRT10 intake a hard time to start with - i think it is better than the older style - it only lacks plenum volume. A great fix if that becomes a restriction would be to sheetmetal a bigger plenum around the stock runners, then flow it to equalize port cfm.
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