Blue Flame, All Out
- Thread starter driller
- Start date
I doubt it will be that radical.
After much wrangling over the setup, I've got to decide by tomorrow on the pistons and if I want to bump the cams up.
I've been studying hard and believe I will choose the flat top pistons with valve reliefs. Compression with these should be 11:1 to 11.5:1 depending on head gasket, deck height and the amount of relief for the valves. Any more than that and I fear it will need race gas 24/7 and I don't want to go that far.
As far as the cams, I've researched after talking to Fox Lake and believe I can go with a bit more duration. Probably in the 225-235 range at 0.050" (265-270 adv.). Here again I want the most out of the combo but not at the expense of streetability. A rough idle won't bother me but I don't want to have to resort to a vacuum pump. I'll probably give a range to choose from and leave it to the experts for actual selection of the profile.
I also am beginning to believe I may need to eventually go with a more free flowing intake to make the most out of the new combination. From my calculations, it appears that the intake may limit the peak power somewhere around 6000-6500 rpms. But looking back on the 4.6L combo I had dyno'd, I am uncertain that will be the case with the 5.3L displacement.
Once I get a good dyno on the build, it will determine if I need to rethink the intake. As it stands, if the intake isn't the limiting factor, I'm guessing at least 450HP at the crank and somewhere between 360-400 RWHP. Either way, I'm sure there will be more than enough to "start over with" on the Blue Flame.
I've been studying hard and believe I will choose the flat top pistons with valve reliefs. Compression with these should be 11:1 to 11.5:1 depending on head gasket, deck height and the amount of relief for the valves. Any more than that and I fear it will need race gas 24/7 and I don't want to go that far.
As far as the cams, I've researched after talking to Fox Lake and believe I can go with a bit more duration. Probably in the 225-235 range at 0.050" (265-270 adv.). Here again I want the most out of the combo but not at the expense of streetability. A rough idle won't bother me but I don't want to have to resort to a vacuum pump. I'll probably give a range to choose from and leave it to the experts for actual selection of the profile.
I also am beginning to believe I may need to eventually go with a more free flowing intake to make the most out of the new combination. From my calculations, it appears that the intake may limit the peak power somewhere around 6000-6500 rpms. But looking back on the 4.6L combo I had dyno'd, I am uncertain that will be the case with the 5.3L displacement.
Once I get a good dyno on the build, it will determine if I need to rethink the intake. As it stands, if the intake isn't the limiting factor, I'm guessing at least 450HP at the crank and somewhere between 360-400 RWHP. Either way, I'm sure there will be more than enough to "start over with" on the Blue Flame.
KStromberg
VIII looking for 8s
A shortened runner intake perhaps?
Perhaps?
The one thing that does not compute is the worked-over stock Gen1 intake I have now is definitely not a bottleneck. I have seen countless dynocharts on 4.6L DOHC cars with shortened runner Cobra intakes and their results are very comparable to what I have in peak power and rpms. That and the countless timeslips from the Blue Flame comfort me that the current intake is at least as good as any Cobra intake with the exception of the wildly modified for high rpm setups.
The problem becomes comparing apples to oranges with the stock 4.6L vs the bored and stroked 5.3L. The math says the "stock" intake will be a choke, but since I know the intake flows much more than stock, the math gets fuzzy real quick since I really don't know how much more. Of course all the experts say the intake will not flow enough for the ported heads and I am going to need to upgrade. But in reality, there is so little real world data out there on this type of build, especially naturally aspirated as everyone seems to go forced induction and/or C-heads. Trying to compare intake flow from N/A to FI is pointless and comparing the B-heads to the C-heads is equally non-productive.
All I know is if the peak power is not near what it should be, the intake will be first suspect.
Meanwhile, should I stumble across a shortened runner intake ready to go, I just may be tempted to change plans just to keep the naysayers at bay.
my jaw is still on the floor, that thing is beautiful!
wow someone did a lot of AL welding on that thing
someone did a lot of AL welding on that thing 
No IMRC's using this intake, and no need for delete plates from what I read. It says it will fit under factory hood. If that's the case, then it should fit under a stock Gen 2 Mark hood too.
lol I might do this just for the bling factor
Hands too!
IMHO, the runner length is too short for a naturally aspirated setup on the MMR sheetmetal intake. Also I would rethink the fitting under the stock hood as that implies a Cobra stock hood and not necessarily a Mark VIII stock hood (without modifications).
Another available sheetmetal intake for the b-heads is from Logan Motorsports...
The front entrance TB location is preferred for some but could be problematic on the Mark VIII platform.
Another available sheetmetal intake for the b-heads is from Logan Motorsports...
The front entrance TB location is preferred for some but could be problematic on the Mark VIII platform.
jamies98lsc
Registered
jp, since you are fixing the car do you will want the parts i said i had for you, that gas tank shield, solenoid clips and the piece for the moonroof? i still have them but didnt ship them after the accident, obviously you are rebuilding so i will ship them if you still want them. just let me know.
Not to be a smart ass JP, but it sounds to me you might be convincing yourself there is nothing out there to meet your needs other than a custom one of a kind intake tuned to your motor's rpm range.
If that's the case, Wilson Manifolds comes to mind for NA motors - not sure if they do b heads though. The company that built my motor - Pro Line Racing is a great choice for power adder engines.
I will ask around and see if there are any other mass produced b head intakes out there worth considering, but I am sure that will be a very short list.