new 9/19/02
I had a quick conversation with Brad Hogue of SHO Fast Performance today. Things are kind of rushed but Brad did let two news items out.
Brad had a bad block and wondered how much over bore a stock block can manage with the sleeves replaced, well the magic number is 3.85" or .61" over bore ~ about 15.5 mm! That "small" trick yields a 4.7L V8SHO.
Brad also has a source for 82.7 mm stroker cranks, 3.2 mm more are than stock. Add the overbore in the same soup bowl as the stroker crank and out pops a 4969.06 cc stock block V8SHO. Just under 5.0L.
SWEET - Da Dell Dude
Now all this is still underdevelopment, but we use 1 mm larger valves (a standard SHO FAST package) and stock cams what does the HP look like?
| 3.4L V8 SHO |
5.0L V8SHO |
5.0 L less stock |
|||||||
| RPM | HP | TQ | %VE | HP | TQ | %VE | HP | TQ | %VE |
| 2000 | 75 | 197 | 67.1 | 117 | 307 | 69.8 | 42 | 110 | 2.7 |
| 2500 | 100 | 210 | 71.3 | 155 | 325 | 74.0 | 55 | 115 | 2.7 |
| 3000 | 133 | 233 | 78.0 | 200 | 350 | 79.7 | 67 | 117 | 1.7 |
| 3500 | 167 | 251 | 84.4 | 241 | 361 | 84.0 | 74 | 110 | -0.4 |
| 4000 | 193 | 253 | 86.9 | 268 | 351 | 84.6 | 75 | 98 | -2.3 |
| 4500 | 218 | 254 | 88.5 | 288 | 336 | 84.0 | 70 | 82 | -4.5 |
| 5000 | 239 | 251 | 89.6 | 298 | 313 | 82.2 | 59 | 62 | -7.4 |
| 5500 | 254 | 243 | 89.5 | 293 | 280 | 78.7 | 39 | 37 | -10.8 |
| 6000 | 257 | 225 | 86.8 | 273 | 239 | 73.4 | 16 | 14 | -13.4 |
| 6500 | 256 | 207 | 84.1 | 251 | 203 | 68.7 | -5 | -4 | -15.4 |
| 7000 | 253 | 190 | 81.5 | 222 | 166 | 64.1 | -31 | -24 | -17.4 |
| Avg | 195 | 229 | 82.5 | 237 | 294 | 76.7 | 42 | 65 | -5.9 |
Now it is not the extra peak 75 HP, it is the 110 extra foot/lbs torque that changes everything. You can see %VE is a wash at 3500 RPM and is off 13% by 6000 RPM.
I tried to check out the effect on ¼ mile times. Not easy because the 5.0L lacks traction for the first 100 feet without slicks. With slicks you would be in the mid 13's.
| Stock 3.4L V8SHO | 5.0L V8SHO | 5.0L less OE | ||||
| Distance | Time | MPH | Time | MPH | Time | MPH |
| 0-30 | 0 | 0 | 0 | 0 | 0 | 0 |
| 0-60 | 2.474 | 30 | 2.270 | 31 | .204 | -1 |
| 0-330 | 6.454 | 59 | 6.099 | 63 | .355 | -4 |
| 0-660 | 9.734 | 75 | 9.240 | 79 | .494 | -4 |
| 0-1000 | 12.617 | 85 | 11.937 | 91 | .680 | -6 |
| 0-1320 | 15.068 | 92.7 | 14.221 | 98.7 | .847 | -6 |
All this is unfair because we are using the stock cam and the system would need tuning, none of which is reflected in my charts. All HP/TQ numbers are measured at flywheel, for comparison only. After development the results might be MUCH better. Might work, thank goodness my ATX is under warranty. ;-)
| Time In each Gear | ||
| 3.4L | 5.0L | |
| 1st | 3.471 | 1.612 |
| 2nd | 5.398 | 4.046 |
| 3rd | 6.2 | 6.809 |
| OD | 1.755 | |
Two things here, I assume red line is 1000 rpm lower with the 5.0L. which is ok since you have something strong to down shift to, no longer any need to shift late. You spend 1/2 the time in 1st gear, knock 1.3 seconds off 2nd gear and shift into OD long enough to enjoy it and do something with it.
Find the AWA's Visa Card, contact Brad Hogue at SHO FAST Performance.
Buford
BTW - All the whining about no MTX for Gen 3, with 325 Ft/# at converter lock up you don't NEED a MTX., hell you don't need a transmission. Put it in 4L and you can pull a set of disks across a corn field.