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Old 01-22-2007, 08:44 PM   #1
DestinWahoo
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A fork in the road; N/A or S/C??

Here's the problem.
I have DSS on hold (LB is paid for). I told them I wanted to go N/A after starting with the concept of a supercharger capable engine.
The reason for the change of heart..$$$$$$.

My long block is over $8k, then there are the fuel rails, injectors, intake, TB & MAF, ETC. ETC.
I see the N/A engine, drive train, Paint, and chassis mods running me around $14k-$17k.

If I go the supercharger route, it could push $20k+ quickly.
So the problem is, I am impatient. I want my toy now.

If I build N/A, I could have it together by June.
If I go supercharger, it could be a year from now.

The N/A will run 450+hp at the flywheel with 10.8:1 compression.
The S/C version would be over 725hp+ and put the car in the 10 second range.

I have spent a lot of time looking at both, picking parts and adding costs.
I like the thought of a Kenne Bell sitting on top of a fully tuned engine and chassis, or maybe a Novi 2000, but $$$$$$$.

So the questions are;
Is it worth the wait?
Would the N/A be more streetable and have a longer life?
Wouldn't The N/A motor work better for long distance runs with the club?

What is your .02 on this?
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Old 01-22-2007, 09:33 PM   #2
cobrabitn
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It all depends on what you plan to do with the car. If you mostly want it for the street, show, and not the track then I would go naturally aspirated especially if I had 450 plus horsepower.
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Old 01-23-2007, 12:03 PM   #3
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How fast do you want to go, depends on how much money you are willing to spend. The NA route will live longer depending on how much rpm you run and how you drive it. SC will live shorter depending on how much boost and rpm, air/fuel, etc., but if you built it for a power adder, put it on there and run low boost, turbos are really popular these days. Trust me, with all the power adder cars out there, you aren't going to be able to hang NA. Maybe a big shot of nitrous would help with that.
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Old 01-23-2007, 08:54 PM   #4
DestinWahoo
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Two builds

DSS has my money, but are on hold until I make up my mind

> >

This is the S/C version;>>

> >

SUPER PRO BULLET 347 cid, Est. 700+ fwhp>>

Max Quench/IN/TW: short block Balanced to racing tolerances and blueprinted, assembled in a Level 10 CNC Block with an O-ringed deck and the billet aluminum Main Support System installed with custom ARP main studs. Compression 9.1:1>>

> >

SHORT BLOCK SPECS:>>

> >

BLOCK: Level 10 CNC block - deck equalized and squared, deck plate bored and honed in CV616 with sub 10 micron filtered man-845 honing oil, O-ringed deck >>

RODS: 4340 forged 5.400" H-beams w/ ARP bolts & full floating pins, >>

CRANK: nodular iron 3.40" stroke, >>

PISTONS: forged Pro-X # 4337 (Max Quench/IN/TW -18cc), >>

RINGS: ductile iron, plasma-moly R-10471, >>

ROD BEARINGS: tri-metal CB-634P, >>

MAIN BEARINGS: tri-metal BC240J, >>

CAM BEARINGS: tri-metal CC440 >>

>>

PREPPED BLOCK: Level 20 CNC race. The block has been tapped for thread >>

in freeze plugs for greater strength, the cylinders have an elliptical high flow chamfer to unshroud the valves where they enter the cylinder to make more power, and on 302 blocks the pan rail/oil pump surface has been machined smooth. >>

> >

LONGBLOCK SPECS: >>

> >

CYLINDER HEADS: Trick Flow DSS/Twisted Wedge "High Lift" >>

CAMSHAFT: hydraulic roller camshaft B-31 Anderson Ford Motorsport B-31 Blower Camshaft (6200 shift/2600-3000 converter) >>

TIMING CHAIN: Pro Gear 3 Position Double Roller >>

430HDSTK LIFTERS: Ford Racing >>

RETAINING HARDWARE: Hydraulic >>

PUSHRODS: 4130 .080" Wall Seamless >>

HEAD BOLTS: ARP 8740 Hex Head Bolts >>

HEAD GASKETS: Fel Pro Graphite 8548 >>

PT2 ROCKER ARMS: DSS Aluminum Roller Rockers >>

T-WASHERS: 1/2" to 7/16" reducer bushings for cylinder heads >>

WINDAGE TRAY: 5.0 Stroker Pro Tray >>

> >

ADD ON’S:

ARP head stud head bolts >>

28oz SFI SBF balancer >>

Fidanza SBF 157T/late model SFI steel flywheel >>

ARP flywheel bolts 7/16" x 1.00" >>

ARP balancer bolts (289-460) >>

DSS low profile 7qt oil pan with pickup and passenger side 3/8" NPT baffled oil return hole (for supercharger/turbo). >>

DSS 302 std volume oil pump kit pump w/ adjustable pressure, heavy duty oil pump and pickup fasteners, and an ARP heavy duty oil pump driveshaft>>

> >

> >

This is the N/A version;>>

> >

LONGBLOCK: 347 SB2002 PRO BULLET FT/TW: 347 cid short block>>

Balanced to racing tolerances and blueprinted.>>

BLOCK: Level 10 CNC block - deck equalized and squared, deck plate bored >>

and honed in CV616 with sub 10 micron filtered man-845 honing oil, and numerous other CNC operations. Level 20 CNC race prepped block. The block has been tapped for thread in freeze plugs for greater strength, the cylinders have an elliptical high flow chamfer to unshroud the valves where they enter the cylinder to make more power, and on 302 blocks the pan rail/oil pump surface has been machined smooth. >>

> >

RODS: 4340 forged steel ultra-lite 5.400"" I-beams w/ ARP bolts & full floating pins, >>

CRANK: nodular iron 3.40"" stroke, >>

PISTONS: forged Pro-X # 4320 (FT/TW -3cc), >>

RINGS: moly E-458K, >>

ROD BEARINGS: tri-metal CB-634P, >>

MAIN BEARINGS: tri-metal BC240J, >>

CAM BEARINGS: tri-metal CC440>>

MAIN SUPPORT SYSTEM: 6061-T6 X 3/4"" ALUMINUM">>

CYLINDER HEADS: Trick Flow Twisted Wedge 185 CNC ported heads, 2.02/1.60 valves, #51400004-C01 >>

TIMING CHAIN: Pro Gear 3 Position>>

430HDSTK LIFTERS: Ford Racing >>

RETAINING HARDWARE: Hydraulic >>

PUSHRODS: 4130 .080"" Wall Seamless >>

HEAD BOLTS: ARP 8740 Hex Head Bolts >>

HEAD GASKETS: Fel Pro Graphite 8548 PT2 >>

ROCKER ARMS: DSS Aluminum Roller Rockers >>

T-WASHERS: 1/2"" to 7/16"" reducer bushings for cylinder heads>>

COMP CAMS: XE274HR Roller Camshaft (.555""/.565"" 224°/232°@.050"" 112°LSA 2200-6200RPM) (35-518-8)>>

> >

28oz SFI Steel/Aluminum balancer 1 (208SA)>>

"Fidanza SBF 157T/late model SFI aluminum flywheel (28, or 50oz balance,>>

replaceable friction surface) (186501)>>

5.0 Stroker Pro Tray Windage Tray 1 (7005)>>

ARP flywheel bolts 7/16"" x 1.00"" 6pcs (manual trans) (100-2801)">>

ARP balancer bolt 289-460 except 351C (150-2501)>>

OP7050 DSS low profile 7qt oil pan with pickup and passenger side 3/8"" NPT baffled oil return hole (for supercharger/turbo). >>

OP1000 DSS 302 std volume oil pump kit Includes pump w/ adjustable pressure, heavy duty oil pump and pickup fasteners, and an ARP heavy duty oil pump driveshaft.>>

It's the cost of an S/C and upgrades to the car so it can handle the power that I wonder about. But, I guess if I am going to rebuild, I should go for the gusto!>>

> >

Thanks for reading this and your input!>>
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Old 01-23-2007, 09:28 PM   #5
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As stated earlier it all depends on what you want to do with the car. If you are looking for a hot street car and some dragstrip runs which your comment about the 10 second range implies then I would say go the SC route. A well built SC engine with a good tune can last as long as a NA engine. The SC route you can have a flip chip, do a pully swap and rip on the drag strip then flip back and switch the pully and cruise on long trips.

If you want to do any open track events then NA all the way. SC engines just don't seem to handle 30 minute sessions well with out some major cooling mods, oiling systems, etc that is just going to run the $$$$ even higher.

Which ever way you go good luck and have fun!!
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Old 01-24-2007, 01:57 AM   #6
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From your descriptioin, the block is stock I assume? Just the DSS preped stock block to their level 10 or 20. If so, then you should stay NA. If you get the hp you say, 700+ SC, then the stock block will not hold up to that power, especially supercharged! If you are serious about getting 700 hp, then you WILL need a aftermarket block. Stock 5.0 blocks are good to around 500 hp before they start splitting.
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Old 01-26-2007, 01:50 PM   #7
DestinWahoo
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Thanks for the comments

Thanks.
I have decided to go the N/A route. I will post pics when the long block arrives and of the build. Once the the decision was made on which way to take the motor, the rest of the parts fell into place fairly quick.
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Old 03-19-2007, 09:55 PM   #8
DestinWahoo
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it's here

Well I am stoked or should I say stroked, 347 STYLE.
Motor and parts arrived today.
Here are a few pictures.









So far I am pleased with the service and quality from DSS.
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