10.9 is quite fat. You definitely have more in there.
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Again, pump gas. My timing is also limited. When we went above 23 degrees on pump gas the motor pulled timing and lost power. It made better power numbers with the limited timing. The motor is also rich on fuel - again to combat issues with pump gas.Timing at 23 deg??.... That seems really conservative. Bound to get a nice kick in HP with 3 degrees more. When I had a pain in the ass false knock that retarded three degrees, I lost 50 hp.
Depends on where you live. California its 91 some of the other states 92 or 93.I forgot that was pump gas, 91? Whole hearted fan of the cobra Jet with the VMP TB. But you have to port the manifold as its truly hideous inside in stock form.
We run 93 here in the EastDepends on where you live. California its 91 some of the other states 92 or 93.
May try and data log a session at Watkins Glen this weekend. Have to figure a way to secure the laptop in the car.10.9 is quite fat. You definitely have more in there.
Any updates ?May try and data log a session at Watkins Glen this weekend. Have to figure a way to secure the laptop in the car.
Car is showing 11.2 A/F ratio and 22 degrees timing. End of straight speeds indicate similar numbers to prior 470 WHP 5.0 with same intake. Some future mods to induction and retune are planned for after the season ends in August.Any updates ?
Hey Steve - ordering parts for my long block assembly (Voodoo block/heads being converted to CPC with GT500 crank and L&M Engine cams) and wondering about rear main seal. I believe I've used part GR3Z-6701-A in the past (OEM Voodoo seal). Any particular reason you switched to the 500 seal?Well the new rear main seal is in. I used the GT500/Predator seal, it is almost twice as deep as the stock Gen 3 seal and seems to be a different material than the Gen 3. It also costs 6 times as much at $90. Made sure to use 2012-Boss' installation tool the correct way this time and the install went without any drama. I did put a thin wipe of Ultra black RTV on the outside of the seal to ensure no leak at the retainer plate. Just finished filling the transmission and reconnecting the cooler hoses. Tomorrow the nose goes back on and she will be washed and polished for the start of the season at Mid Ohio in 1 1/2 weeks.View attachment 85488View attachment 85489
I had a leak with the OEM Gen 3 seal, which was installer error. When I investigated the different seals I found that the Gt500 seal is much more substantial and is a different material than the Coyote or Voodoo seals. It is expensive though, $90. No issues with new seal. I highly recommend using the factory specified tool EXACTLY the way it is described in the manual.Hey Steve - ordering parts for my long block assembly (Voodoo block/heads being converted to CPC with GT500 crank and L&M Engine cams) and wondering about rear main seal. I believe I've used part GR3Z-6701-A in the past (OEM Voodoo seal). Any particular reason you switched to the 500 seal?
Got it. Thanks!I had a leak with the OEM Gen 3 seal, which was installer error. When I investigated the different seals I found that the Gt500 seal is much more substantial and is a different material than the Coyote or Voodoo seals. It is expensive though, $90. No issues with new seal. I highly recommend using the factory specified tool EXACTLY the way it is described in the manual.
Steve
That really sucks.Well as many of you have followed this build I am sad to report the very premature demise of this engine. Really disappointing considering the care and quality parts that were put into it. It was a disappointment on power, which in hindsight may have indicated a problem somewhere, but there were no issues with oil pressure, compression or leakdown. Right up to failure it ran well, making decent power, on par with the 5.0 that preceded it. Running similar or better mph numbers at Watkins Glen and Road America. He is the Epitaph . I will be going back to factory built longblocks.