Ronnie's NA Build

rottenronnie

rottenronnie

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2005 QC

Unported Street-Strikers, Unported Intake, Headers, 4 cats.

226/228 on a 115 installed straight up. .630" (intentionally lower for our altitude).

11:1 on pump gas

It was 387 wheel when I bought it brand new in 2005. The autos and the 2-piece driveshafts kick the crap out of power numbers. 387 x 28% is close to 500 flywheel.

The Viper cars (standard trans of course) were 425 wheel. So 425 x 18% is close to 500 flywheel.

Past couple of tanks just under 19 Imperial miles per gallon.

So the engine seems to be reasonably efficient at this point but it requires mechanical tweaking and another good tune.

Im happy with that.
 
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No.

Pistons, rods, treated crank, coated Gen IV bearings, oiling mods, main caps.

Shift points currently at 6450 (likely too high for stock).

This build would buzz to 7000 IF it had a manual valve body or manual transmission, without any concerns.
 
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earl lee said:
When the 6 speed conversion coming? :D
Click to expand...

I'm thinking never... :)
That WOT 3-4 shift @ 125 miles per hour puts a smile on my face every time.

There's a DYNOCOM dyno facility not far from here. If I go there, I can pickup another 80-90 wheel INSTANTLY.
So... the 25-30 wheel I'm losing through the automatic now, wouldn't even matter !! :D
 
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bmxam962 said:
Did I read that right that your revving yours too 6450? Can you post dyno sheet.
Click to expand...

The shift points (software) are set at 6450 WOT, that is correct. It will buzz higher than that but it works fine where it is and has good recovery between shifts.

I guess I could have them send me a printout of the pull or grab one next time i am down there.

What did you want to know..something about the power band?
 
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rottenronnie said:
The shift points (software) are set at 6450 WOT, that is correct. It will buzz higher than that but it works fine where it is and has good recovery between shifts.

I guess I could have them send me a printout of the pull or grab one next time i am down there.

What did you want to know..something about the power band?
Click to expand...

Just not very many revving that high. But I am sure that has alot to do alot with your heads and cam.
 
bmxam962 said:
Just not very many revving that high. But I am sure that has alot to do alot with your heads and cam.
Click to expand...


Chris Jensen said the very same thing about the rpm. In fact ZERO other QC's he has tuned with the rpm cranked up there. :p

I took an arbitrary guesstimate by the way it felt driving it and had Chris set rpm limits there.

When the tranny was bagged (pretty much ALL of 2015), it would regularly bounce off of the hard-limiter at 6600. It got up there pretty quick but there's a lot of mass flying around inside the block so i thought I'd keep some reasonable rpm limits in place.

Yes, breathing is certainly part of how freely an engine wants to rev (even through cats in this case).
As it isn't an overly big camshaft, it doesn't have to rev to make power.
I wanted torque (after all, it IS a heavy pig of a truck) and it does have a VERY wide torque band.
AND, (believe it or not), decent gas mileage was also important to me and I would have liked even a bit better but it is what it is. I may have miscalculated on the Intake Closing point but I thought with the higher compression ratio it would have filled in the blank. I dunno..

But overall, everything worked out fine.

Chris (even with the 69 pound injectors) nailed a ruler-flat 13.0 at full throttle. The guy is a Master Tuner and I have the utmost respect for his abilities.

Now I'd like to get some mile per hour numbers at the track which is FAR more important to me than dyno numbers, as they can be up and down..

Have Fun...
 
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rottenronnie said:
Chris Jensen said the very same thing about the rpm. In fact ZERO other QC's he has tuned with the rpm cranked up there. :p

I took an arbitrary guesstimate by the way it felt driving it and had Chris set rpm limits there.

When the tranny was bagged (pretty much ALL of 2015), it would regularly bounce off of the hard-limiter at 6600. It got up there pretty quick but there's a lot of mass flying around inside the block so i thought I'd keep some reasonable rpm limits in place.

Yes, breathing is certainly part of how freely an engine wants to rev. As it isn't an overly big camshaft, it doesn't have to rev to make power. I wanted torque (after all, it IS a heavy pig of a truck). It does have a VERY wide torque band. AND, (believe it or not), gas mileage was also important to me.
It worked out fine.

Chris (even with the 69 pound injectors) nailed a ruler-flat 13.0 at full throttle. The guy is a Master Tuner and I have the utmost respect for his abilities.

Now I'd like to get some mile per hour numbers at the track which is FAR more important to me than dyno numbers, as they can be up and down..

Have Fun...
Click to expand...

Thanks for your time and info. I am in the middle of an engine build now planning on revving to 6500-6600 with a procharger in a 6spd Qc. Obviously MPG is not a option for that set up
 
I'd urge you to consider coated Gen IV bearings with the appropriate block machining AND find a 1-piece oil pump relief shuttle.
The Gen IV is a 160 degree bearing and I like 'em.

I ALMOST through in the towel and considered a 6 spd. but I can be a stubborn old bastard and kept at it until it was right. :)

Best of luck with your project!!
 
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rottenronnie said:
I'd urge you to consider coated Gen IV bearings with the appropriate block machining AND find a 1-piece oil pump relief shuttle.
The Gen IV is a 160 degree bearing and I like 'em.

I ALMOST through in the towel and considered a 6 spd. but I can be a stubborn old bastard and kept at it until it was right. :)

Best of luck with your project!!
Click to expand...

Thanks again and my contact you and pick your brain some.
 
rottenronnie said:
I'd urge you to consider coated Gen IV bearings with the appropriate block machining AND find a 1-piece oil pump relief shuttle.
The Gen IV is a 160 degree bearing and I like 'em.

I ALMOST through in the towel and considered a 6 spd. but I can be a stubborn old bastard and kept at it until it was right. :)

Best of luck with your project!!
Click to expand...

Can you share some more information on this block machining you speak of? Pictures would be nice too!
 
VPRPWRD said:
Can you share some more information on this block machining you speak of? Pictures would be nice too!
Click to expand...

SRTBrad(?) took this shot of Jerry's engine and it clearly shows what I'm referring to AND it is a better picture than the one I took of my own engine. Thank you Brad! I promise your photo will not be used for monetary gain,,:)

There is little point in buying the "costly" (and recommend coated) Gen IV bearings without cutting this groove into the block's main bearing saddles. If it isn't done, the bearing won't work as designed.

Other than that, I did some minor rounding off of some oil passages by hand- Sorry no pics.

I used a 1-piece oil pump relief shuttle as some of the Gen IIIs produced an oscillation with the stock 3-piece assembly which is never good in any fluid system.

To offset the added oil pressure created by the bearings and the 1-piece, I switched to 0-30 from 0-40. I use WIX oil filters. They are tough (burst is 200+ p.s.i.) and the canister actually contains a filter media that filters the oil!!!!

The coated bearings (are supposed to) shed oil during operation and reduce parasitic losses. I'll take the Engineer's word for that, but it makes total sense..
The reciprocating took very little effort to turn over by hand on the bench and is something I always strive for.

Hope This Helps.

gEN%204.jpg
[/URL][/IMG]
 
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That is awesome information to have! Thank you!
 
rottenronnie said:
SRTBrad(?) took this shot of Jerry's engine and it clearly shows what I'm referring to AND it is a better picture than the one I took of my own engine. Thank you Brad! I promise your photo will not be used for monetary gain,,:)

There is little point in buying the "costly" (and recommend coated) Gen IV bearings without cutting this groove into the block's main bearing saddles. If it isn't done, the bearing won't work as designed.

Other than that, I did some minor rounding off of some oil passages by hand- Sorry no pics.

I used a 1-piece oil pump relief shuttle as some of the Gen IIIs produced an oscillation with the stock 3-piece assembly which is never good in any fluid system.

To offset the added oil pressure created by the bearings and the 1-piece, I switched to 0-30 from 0-40. I use WIX oil filters. They are tough (burst is 200+ p.s.i.) and the canister actually contains a filter media that filters the oil!!!!

The coated bearings (are supposed to) shed oil during operation and reduce parasitic losses. I'll take the Engineer's word for that, but it makes total sense..
The reciprocating took very little effort to turn over by hand on the bench and is something I always strive for.

Hope This Helps.

gEN%204.jpg
[/URL][/IMG]
Click to expand...

Don't remember if I took those pics you're referring to or if Jerry sent me those pics to post up.
 
Yes, we do need a track day.
I'm going to have to either use some lower front wheels and tires (like Oldcolt suggested) to match the OD of the drag radials or make some passes with the regular setup (street tires).
The height difference between the DRs and the stock setup in the front (with the antilock brake sensors working) , REALLY confused the automatic transmission and it would shift up and down during a pass near the 1000 foot mark.
 
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