Hello:
A stock Gen III typically makes 425 rear-wheel horsepower in a vehicle with a manual transmission on a Dynojet dyno;
and less than that through an automatic transmission.
Even with a manual and less power losses, you'll have to make an additional 200 flywheel to hit the lower end of your target.
>Your camshaft choice CAN provide more "dyno power"
as in PEAK horsepower, at the likely expense of lower torque production so be careful when choosing.
>In my opinion a wide torque/power band is much nicer than a peaky engine that briefly hits your power target.
Head choice is huge and I can't stress that enough. It is where power is actually made (in the combustion chamber). As cylinder head choices are limited particularly with a non-mainstream engine that is now 15 years old, you are at a disadvantage. ONE aftermarket cylinder head was available for the Gen III and that was it.
So that leaves you with these options:
- Buying a ported set of Gen IIIs OR
- You jump in with both feet and go with a Gen IV conversion kit OR
- Find yourself a set of Strikers
The least expensive option is to use a set of ported Gen III heads with a good camshaft.
I don't know of anyone that has used a set of JTVSP heads so I can't comment on power they produced. Regardless of who you choose for porting your Gen IIIs, overall power production
will be less than either the Gen IV or Strikers.
To be clear, I'm talking about POWER production here and not interested in getting into a discussion on big C.F.M. numbers.
>> Don't get too hung up on making an additional 20 horsepower per cylinder as you may or may not hit that target, depending on your head/cam choices and budget.
PS: A smaller pulley WILL free up some inexpensive horsepower without nasty side effects.