IcemanG17

I have a dyno from the Kibort built Scott 5.0L euro restricted by running L jet AFM.....does anyone else have dyno sheets from a 5.0L euro? If so please post it with the setup you run, specifically the exhaust to achieve the dyno #.... Here is Scott's full race 5.0L euro with Devek cams, MSDS headers into a single 3.5" exhaust, but restricted by the L jet AFM

Fabio421

Ducman has a 5L euro hybrid that he's run on the dyno. Ping him, I'm sure he'd share.

Ducman82

Right now, before final tune, with a 3" y to so gle bcc to a flow master and iffy air filter set up I had 250ish hp, 280ish torque at the wheels. Next week info in for final tune "polish" and my new 3" stainless to magna flow, Kuhn filter set up, vac pump..... So I should be around 3 ish I think....... Lots of playing to be had!

And that was a steady state dyno

IcemanG17

the reason behind this post is the 5.0L engines that Anderson ran back in the day.......he had nearly 340-340 from his engines.....but I am not sure what ECU ran them...I would guess it was LH-EZF but only Mark knows the truth....

I "need" around 316 power factor to top out my class in NASA....I'm at a whopping 250 power factor right now (HP + torque divided by 2 = NASA power factor) 243whp-257 torque = 250 power factor

John Speake

With a stock 4.7 litre Euro S and performance chips I'm at "power factor" = 319. But that is flywheel... is the NASA standard rear wheel torque and HP ?

IcemanG17

Yes NASA formula is all wheel HP and torque...for cars with more torque than HP they add them together and divide by 2.....cars with more HP than torque only HP counts.....

So I am at 243whp + 257 torque for 500/2= 250.....with my off track wait (after race) is about 2830lbs so I am at 11.32....which is actually GTS3....but that class is brutally competitive locally...it requires a fresh set of Hoosier A6 every weekend to be competitive, plus a bunch of aero which I don't have...so I bumped up to GTS4 so I can run my slicks at 9-1 or about 314 power factor...

Seans Euro S LH restricted by a L jet intake-AFM made 278-298 or 288....a nice bump for me, but still under the 314ish I need....

JakeS2

Here's mine:

It's 208 kW at the wheels and this dyno is a rototest, hubs are bolted to the test bench directly.

Hilton

These are some rear-wheel results from a dyno day in Oz back in 2004.. the S2 was bone stock

88 Red 5ltr 4 Auto - 185kw (248hp)
91 Black GT 5ltr 5 Man - 199kw (267hp)
89 Silver 5ltr 4 Auto - 195kw (261hp)
90 Black 5ltr 4 Auto - 186.5kw (250hp)
81 Red 4.5ltr 5 Man - 154.1kw (206hp)
85 White 4.7ltr 5 Man - 205.2kw (275hp)
86 Burgundy 5ltr 4 Auto - 157kw (210hp)
89 Dark Blue 5ltr 4 Auto - 191.9kw (257hp)

PorKen

Does it have to be 16V?

S3 engines are cheap.

Gasket match the intake, chips/FPR, X-pipe, ~313 PF.

GregBBRD

If that 316 is rear wheel, sounds like you need a 5.4 to 6.0 liter "euro" engine.

The torque out of the corners would be amazing......

GregBBRD

Because the heads/cam carriers are smaller and don't "hide" so much oil, the 16 valve engines are much "easier", for the track.

PorKen

Ahhh...

IcemanG17

agreed.......already the strength of the 928, especially with my 2.75 rear end...it is VERY well matched to Thunderhill.....

I also agree that the 16V engines seem a bit easier to track.....or at least usually have a longer lifespan....

Another reason I am committed to the 16V is costs...my SDS injection-ignition requires a distributor, so a 32V would end up costing quite a bit more....but Sean's bone stock S4 engine with race exhaust and stand alone ECU with coil on plug setup made 300whp 340 torque which would be nearly perfect....

justaguy

Greg
That's the plan for the 16v sleeved block I have at your shop. I just need Rods. What size were those pistons again? 4.125 or something silly like that. That thing should make torque .

justaguy

Brian
That 32V engine with a more aggressive cam would be perfect. 320 PF no problem.

The 5.0L euro project should be very close as well. Just need to dump the small AFM and install the euro intake, maf and ECU.