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The above FWHP & FWTQ use 15% correction factor for a T5 carFor automatics and to use 25%, type the word "auto" in this box ->
Piston Speed = VE = HP/(displacement*rpm*Comp Ratio/53888.54868) 100,000 ft/sec/sec is a safe maxRunner CFM = RPMxFWTQ/10798 Intake CFM = CIDxRPMxVE/3464based on 28" water
Piston Speed DataAtmos. Press. Stroke (Inches)(N) 3.00CID Rod Length (inches)(S) 5.09CR Rod-Stroke Ratio (n) 1.696667
= Fields to "enter" values
= Calculation (No Entries!) Z = N2 × S (1 + (1 ÷ 2n)) ÷ 2189
2,00
02,
100
2,20
02,
300
2,40
02,
500
2,60
02,
700
2,80
02,
900
3,00
03,
100
3,20
03,
300
3,40
03,
500
3,60
03,
700
3,80
03,
900
4,00
04,
100
4,20
04,
300
4,40
04,
500
4,60
04,
700
4,80
04,
900
5,00
05,
100
5,20
05,
300
5,40
05,
500
5,60
05,
700
5,80
05,
900
6,00
06,
100
6,20
06,
300
6,40
06,
500
6,60
0
0
50
100
150
200
250
300
350
400
450
500
550
600
650
0
2
4
6
8
10
12
FWHP FWTQ CFM
rpm
HP
,TQ
,CF
M
2,00
02,
100
2,20
02,
300
2,40
02,
500
2,60
02,
700
2,80
02,
900
3,00
03,
100
3,20
03,
300
3,40
03,
500
3,60
03,
700
3,80
03,
900
4,00
04,
100
4,20
04,
300
4,40
04,
500
4,60
04,
700
4,80
04,
900
5,00
05,
100
5,20
05,
300
5,40
05,
500
5,60
05,
700
5,80
05,
900
6,00
06,
100
6,20
06,
300
6,40
06,
500
6,60
0
0
50
100
150
200
250
300
350
400
450
500
550
600
650
0
2
4
6
8
10
12
FWHP FWTQ CFM
rpm
HP
,TQ
,CF
M
Fuel & HP Calcs
Green Field NOTE: All HP values are Flywheel
Yellow
HP Calculator Brake Specific Fuel Consumption (BSFC)Curb weight of car = 3327 (88 Vert 5spd)Added Weight = 20 (subs,cage,etc) Note:Weight Driver/Passenger = 210Gallons of gas = 10 (5.8-6.5#/gal) Drivetrain losses must be made up for by engine horsepower.Weight of Gas = 62
Total Car Weight = 3619
1/4 mile Elapsed Time = 13.301/4 mile MPH = 102.5
HP Formulas (5.82)cubed x (car weight)
ET based HP = (E.T.) cubed = 304Speed based HP = (.00426 x mph)cubed x weight = 301
350
12.69 Pete Jackson Gear Drive ET Calculator(Assumes some tire spin & clutch slip) Enter 1/4 MPH Traction = 100% 96% 93% 100% = No gain attainable
Stick car drivetrain losses normally 11-13% 250-350HP, 15-18% 350-500HP 103 ET = 12.35 12.86 13.38 (Possibly too much gear)Automatics vary depending on trans and converter (Between 90-125) (traction = tire spin & clutch/converter slippage) 96% = Nominal ET (About right)
93% = Power loss
Calculating EFI Injector and Fuel Requirements (More gear, traction loss,etc)
FWHP 303 X 0.500 BSFC) / (number of injectors) 8 X 0.9 (Injector Duty Cycle) = 21.0Every 10°F coolant temp below 190°F (to 170°F) the EEC increases pulse width 2% BSFC - .5 N/A, .6 turbo,.65 supercharge,.70 Nitrous (Normal Range =.8 to .9 )Change Flow Rating by Altering Fuel Pressure = Square root (new pressure 42 / 39 old pressure) X 19 Inject rating = 19.7(Stock 19# injectors can support up to 300 HP at 39# pressure and up to 330 HP at 60#) (Stock 19# injectors are rated at 39 psi)Maximum Obtainable Horsepower = 24.0 Inj. Flow X 8 # Injctr's X 0.8 / 0.56 BSFC = 274
Fuel Pump Test Summary (Lph) (5.0 Mustang Sept. 2001 "Fuel Stream Ahead) Current Boosted HP Estimator
Pump (Lph) Type 12v 13.5v (Boost-a-pump volts) HP Boost New HP New ET MPH
Fuel requirements must be based upon flywheel horsepower.
ET for a HP = cube root(5.825 cubed) x (weight)/(HP)
Enter HP (weight used from above) =
Est.ET=cube root((5.825cubed)xweight/RWHP)
Injector Size = (
17.5v --
This is a rough estimate of the potential power gain from supercharging or turbocharging and uses the weight entered above in the "HP Calculator" column.
302 0.80 Determining Runner LengthL = ((EVCD x .025 x V x 2) / (RPM x RV)) - ½D
EVCD = 720 - (advertides duration @ .006" - 30 or 20) Street Cam Runner Length = 15.1(use 30 for a race orineted cam and 20 for street cams) Race Cam Runner Length = 14.7
Other Methods of determination(Use RV = 3 and if runner length is too short use 4, Chrysler 50s mild Flat tappet = 12.9this selects which reflected wave harmonic to tune for) Chrysler Update street roller = 12.4
RV = 3 Boden/Shector Peak TQ @rpm = 14.9
Recommended TB Runner SizeD = Sqrt (CID x VE x RPM) / (V x 1130)
6,500 TB Runner Inch Diameter = 2.78
TB Runner mm Diameter = 70.6
To calculate the average diameter for a square Plenum Volumerunner, input the runner ID dimensions below: For engines operating in the 5,000-6,000 rpmRunner Height 2.00 range, plenum volume should be about 40-50%
Runner Width 1.20 of total cylinder displacement. For higher rpm
Square Runner Area = 2.40 ranges closer to 7,000-7,500 rpm, the plenum Radius of Equivalent Circle = 0.874 will need to be 10-15% larger.Equivalent Runner Diameter = 1.75 CI Volume 5,000-6,000 rpm = 136
Victor 351-W 1.20" x 2.00" 2.94sqin section 1262 - 1.28x2.100 12.5"Holley SM I 1.14" x 2.11"TF Street Heat 1.20" x 2.00" 15"TF Track Heat 1.20" x 2.00" 14" gen1, 13" gen2TFS - R 1.20" x 2.00" (1.38" x 2.38" @ upper) 12.2"
TF 351-W 1.20" x 2.00" (1.38" x 2.38" @ upper) 13.3"
CarbPerformer 302 .90" x 1.90"
Performer 351-W 1.10" x 1.80"
RPM 302 1.05" x 1.86"For engines operating in the 5,000-6,000 rpm RPM 351-W 1.12" x 1.86"range, plenum volume should be about 40-50% RPM Air Gap 302 1.04" x 1.85"
of total cylinder displacement. For higher rpm RPM 351-W Air Gap 1.07" x 1.88"
ranges closer to 7,000-7,500 rpm, the plenum Victor Jr 302 1.08" x 1.90" (1.25 x 2.10 max port)Victor Jr 351-W 1.10" x 1.90" 2.70sqin section Super Victor 302 1.18" x 2.00" 3.1sqin sectionSuper Victor 351-W 1.18" x 2.00" 3.2sqin section
To be effective, there should be between 2%
runner length. This is often not feasible outsidethe lower intake in some cases does not help that
3,600 302 207 The axle gear does not change the trans gear 5,600 3,226
3,800 299 216 reduction at shifts - it is a constant in all gears 5,800 3,341
4,000 296 225 Higher ratios multiply the the final ratio and 6,000 3,457
4,200 293 234 enable the faster application of torque. 6,200 3,572
4,400 286 240 6,400 3,687
4,600 280 245 6,600 3,802
4,800 271 248
5,000 261 248
5,200 251 249
5,400 238 245
5,600 224 239
5,800 210 232
6,000 200 228
6,200 190 224
6,400 180 219
6,600 170 214
4,0
00
4,2
00
4,4
00
4,6
00
4,8
00
5,0
00
5,2
00
5,4
00
5,6
00
5,8
00
6,0
00
6,2
00
6,4
00
6,6
00
100
150
200
250
300
350
1-2 Shift TQ 2-3 Shift TQ 3-4 Shift TQShift RPM
Re
su
lta
nt
To
rqu
e
4,0
00
4,2
00
4,4
00
4,6
00
4,8
00
5,0
00
5,2
00
5,4
00
5,6
00
5,8
00
6,0
00
6,2
00
6,4
00
6,6
00
100
150
200
250
300
350
1-2 Shift TQ 2-3 Shift TQ 3-4 Shift TQShift RPM
Re
su
lta
nt
To
rqu
e
Resultant Shift RPM Resultant Resultant Shift RPM Resultant Resultant HP 2nd-3rd RPM HP 3rd-4th RPM HP
110 4,000 2,674 145 4,000 3,101 171 INSTRUCTIONS:121 4,200 2,807 152 4,200 3,256 186 Use your dyno curve to populate the green132 4,400 2,941 164 4,400 3,411 195 fields in the far left column. Then enter your 138 4,600 3,075 168 4,600 3,566 204 transmission and axle data in the next column.150 4,800 3,208 178 4,800 3,721 211 The "Shift RPM" and "Resultant HP" fields158 5,000 3,342 190 5,000 3,876 220 will then populate to show what rpm you will
165 5,200 3,476 200 5,200 4,031 225
171 5,400 3,609 207 5,400 4,186 232 data and insert the HP you made at that
178 5,600 3,743 212 5,600 4,341 238
186 5,800 3,877 220 5,800 4,496 243 The graph will show the shape of your HP 200 6,000 4,010 225 6,000 4,651 246 curve after the shift and you want to start 205 6,200 4,144 230 6,200 4,806 248 experimenting with shift points that are ~10%212 6,400 4,278 235 6,400 4,961 248 higher than your peak HP point. You want 216 6,600 4,411 240 6,600 5,116 249 to maximize average HP over the usable rpm range.
If you cannot rpm 10% over the HP peak, thenmaximize the average HP.
The best shift point is a balancing act. You don't want to wind the engine too far beyond peak HP to hit maximum average HP, but you also do not want to shift too short and fall too far down the HP curve.
be at after
after shift rpm in the "Resultant HP" column.
4,0
00
4,2
00
4,4
00
4,6
00
4,8
00
5,0
00
5,2
00
5,4
00
5,6
00
5,8
00
6,0
00
6,2
00
6,4
00
6,6
00
100
150
200
250
300
350
1-2 Shift TQ 2-3 Shift TQ 3-4 Shift TQShift RPM
Re
su
lta
nt
To
rqu
e
4,0
00
4,2
00
4,4
00
4,6
00
4,8
00
5,0
00
5,2
00
5,4
00
5,6
00
5,8
00
6,0
00
6,2
00
6,4
00
6,6
00
100
150
200
250
300
350
1-2 Shift TQ 2-3 Shift TQ 3-4 Shift TQShift RPM
Re
su
lta
nt
To
rqu
e
INSTRUCTIONS:Use your dyno curve to populate the greenfields in the far left column. Then enter your transmission and axle data in the next column.The "Shift RPM" and "Resultant HP" fieldswill then populate to show what rpm you will
data and insert the HP you made at that
The graph will show the shape of your HP curve after the shift and you want to start experimenting with shift points that are ~10%higher than your peak HP point. You want to maximize average HP over the usable rpm range.If you cannot rpm 10% over the HP peak, thenmaximize the average HP.
The best shift point is a balancing act. You don't want to wind the engine too far beyond peak HP to hit maximum average HP, but you also do not want to shift too short and fall too far down the HP curve.
be at after the shift. Now, go to your dyno
after shift rpm in the "Resultant HP" column.
Ideal Header SizingArea of Primary Pipe = RPM × Motor Size ÷ 705,600 (assumes 18ga walls - .049")Pipe ID2 = RPM × Motor Size ÷ 705,600 ÷ .7854ID = (RPM × Motor Size ÷ 554,177).5Pipe ID2 = RPM × Motor Size ÷ 554,177ID = (RPM × Motor Size ÷ 554,177).5OD = (RPM × Motor Size ÷ 554,177).5 + .098” Calculate Header Primary Length -
Stroke (Inches)(N) 3.00 A safe limit for “Z” is about 100,000 f/s squared, although . Rod Length (inches)(S) 5.09 this will cause ring flutter with 1/16” compression rings. Rod-Stroke Ratio (n) 1.696667
will have the piston closer to BDC than the long-rod motor at any point between 90° BBDC & 90° ABDC
This makes them more tolerant of extended (late intake closure) cam timing.
Z = N2 × S (1 + (1 ÷ 2n)) ÷ 2189
Long-rod motors (“n” = 1.75 to 2.1-1) will have the piston closer to TDC than the short-rod motor at any point between 90° BTDC & 90° ATDC. Short-rod motors (“n” = 1.4 to 1.75-1)
Short-rod motors have slower piston movement upwards away from BDC on the compression stroke, and will capture
Z = Piston Speed in Ft/Sec/Sec
A safe limit for “Z” is about 100,000 f/s squared, although . this will cause ring flutter with 1/16” compression rings.
than the short-rod motor at any point between 90° BTDC & 90° ATDC. Short-rod motors (“n” = 1.4 to 1.75-1)
Short-rod motors have slower piston movement upwards away from BDC on the compression stroke, and will capture more mixture at the same point of intake valve closure.
Use .006" or .050" Lift Data in the Duration Cells ICL = Intake Center LineECL = Exhaust Center Line
Volume pressure indexV/P = volume pressure index, CP = cranking pressure, VE = effective cylinder volume, N = number of cylinders
Limit of engine speed based on the stress of the reciprocating components
Method of calculating max RPM based on the point of fastest piston acceleration - takes into account rod length (longer rods improve the safe RPM slightly)
B30
To make a V/P Index calculation, find your intake closing point from the cam manufacturer's data. Locate this figure as the crank position, and take the stroke from that position to calculate the "effective" cylinder volume ("VE"), which is amount trapped by the closed intake valve; which is always less than the nominal volume ("VN"). Using this, calculate the effective compression ratio ("CRE"); also lower - the combustion chamber volume is unchanged, but the cylinder volume is less. At cranking speed, the absolute cranking pressure ("CP") is a function of the 1.25 power of the effective compression ratio (i.e., for 8-1 compression ratio, use 8^1.25) times atmospheric pressure (14.7 psi @ sea level, etc.). This adjustment (1.25 power) compensates for various factors, including the additional heat added to the mixture by the engine itself. Note: a slightly larger exponent (1.3 power) is normally used for calculations during the operating (torque) range of the motor, as some of these factors have greater effect at higher RPM than during cranking and at low engine speeds.
Bore 4.00Stroke 3.00
Rod/stroke ratio 1.70 Total VNRod length 5.09 301.59
Atmospheric pressure 14.70 Total VE# cylinders 8 277.50
Max rpm 6250Formula
P S
P = S × R ÷ 6 3,125 3.00
P = piston speed in fpm, S = stroke in inches, R = engine rpm Z N
69,280 6250
Z = piston speed in fps/s, N = rpm, S = stroke inches, n = rod-to-stroke ratio SE S
2.76 3.00SE = effecctive stroke, S = Full Stroke, R = rod length, A = crankshaft angle degrees ABDC 0-90 degrees VN B
37.70 4.000VN = nominal cylinder volume, B = bore, S = stroke VE B
34.69 4.000VE = effective cylinder volume, B = bore, SE = effecctive stroke CRN VN
V/P = CP × VE × N × .3% 354.40 212.85V/P = volume pressure index, CP = cranking pressure, VE = effective cylinder volume, N = number of cylinders
Z = N2 × S (1 + (1 ÷ 2n)) ÷ 2189
SE = (S ÷ 2) + R + ((S ÷ 2) × cosA) - SQRT ((R2) - ((S ÷ 2) × sinA)2)
VN = B2 × S × .7854
VE = B2 × SE × .7854
CP = (CRE1.2 × AP)
GP = (CRE1.2 × AP) - AP
C10
P = piston speed in feet per minute S = stroke in inches R = engine RPM
E10
About 4,000 f/m is safe for good-quality cast pistons and up to 5,000 f/m for forgings, for peak power only
C12
Z = piston acceleration in feet per second/per second N = engine RPM S = stroke length in inches n = rod-to-stroke ratio
E12
A safe limit for Z is about 100,000 f/s2, although this will cause ring flutter with 1/16" compression rings. The crankshaft's connecting rod bearing journal is offset from the main bearing journal by exactly ½ the stroke length. The ratio of rod length to stroke length (usually represented by "n") is almost always between 2.2-1 on the "long" end, and 1.4-1 on the "short" end. 99% of all motors fall between these 2 extreme limits, with most standard production designs between 2.0-1 and 1.5-1.
C14
SE =effective stroke S = nominal or full stroke R = rod length A = crankshaft angle in degrees ABDC from 00 to 900
E14
Most computer programs will require A to be converted from degrees to radians: Radians = Degrees × .017453, or Degrees × Pi ÷ 180.
C16
VN = nominal cylinder volume B = bore S = stroke
E16
1 cylinder
C18
VE = effective cylinder volume B = bore SE = effective stroke
Total volume (1 chamber) above piston @ TDC, in inches
C26
CP = cranking pressure CRE = effective compression ratio AP = atmospheric pressure
C28
GP = gauge pressure CRE = effective compression ratio AP = atmospheric pressure
E29
The V/P Index number is the product of the effective volume times the effective compression ratio, times the number of cylinders, times a correction factor weighted to produce a number roughly proportionate to torque in ft./lbs.
C30
V/P = volume pressure index CP = cranking pressure VE = effective cylinder volume N = number of cylinders
Enter data in these fields
Cylinder VN37.70
Cylinder VE34.69 effective swept volume, i.e.
R
6250
S n
3.00 1.70
R A
5.09 38.50 (piston position ABDC)S
3.00SE
2.76VC
4.19VC
4.19CRN9.99 (find this two rows above to the left)AP