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700+ hp 5.2L flatplane voodoo

Discussion in '5.2L V8 Voodoo Engine Mods & Bolt-Ons' started by Voodooo, Sep 6, 2016.

  1. Voodooo

    Voodooo Banned

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    Let's hear it!
    I've been running the idea through my head of a 700+ crank hp 5.2L flatplane Voodoo Naturally Aspirated engine. It "could" be done!
    Let's hear what you think and your ideas. But it's got to be naturally aspirated only. I know were limited on parts (cams, intakes, etc) so custom pieces will be needed. No doubt the crank and block will survive, as will the heads.
    I would knife edge the crank.
    Titanium rods.
    Forged Pistons.
    Rework the heads.
    Custom intake / induction and fuel system.
    Raise the compression.
    Custom cams.
    2" headers.
    9000+ RPM!
     
  2. Anthony 05 GT

    Anthony 05 GT Well-Known Member

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    You are probably pushing it a bit, but it wouldn't be a tame driver for sure.
     
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  3. legendary mustang

    legendary mustang Well-Known Member

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    that my friend would be amazing:cheers:
    :ford:
     
  4. OP
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    Voodooo

    Voodooo Banned

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    Tame is lame lol.
     
  5. Petroleum Jesus

    Petroleum Jesus Well-Known Member

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    Does it have to run on pump gas or E85?
     
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  6. OP
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    Voodooo

    Voodooo Banned

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    Well for me I already use Sunoco 260GT 100 octane race fuel only.
     
  7. Petroleum Jesus

    Petroleum Jesus Well-Known Member

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    #7 Petroleum Jesus, Sep 7, 2016
    Last edited: Sep 7, 2016
    Then this should be a piece of cake. Oh yeah, and before all is said and done, you're probably going to spend $50k
     
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  8. GuardGT

    GuardGT is currently pooping

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  9. jwhite

    jwhite jwhite

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    What would be really nice, and probably the only way I'd mod my GT 350. I wish Shelby America would offer some sort of conversions simmer to, obviously not the same but like what they did with the GT500 of previous years. AKA the Super Snake!
     
  10. Agent_S550

    Agent_S550 Legend in his own mind

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    Apparently you don't know that the 5.2's have forged internals already. I have multiple internal Ford documents stating so.. lol.

    Not to mention you're looking for power in the wrong direction. Flat plane crank motors are not meant for gobs of horsepower and torque. Look at most N/A Ferrari's. 600hp is about it. Flat plane is meant for sustained power across a broad RPM range. It's power for road racing and corner carving.
     
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  11. Darkane

    Darkane Well-Known Member

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    Lol? The speciale has the highest specific HP and TQ of any naturally aspirated production engine.

    Anyway Voodooo, I've looked into this.

    Mahle makes the Pistons for Ford and as of right now the best we can do is the 12.5CR pistons they used for the 5.2 crossplane exhibit they built. It'll give us .5 more CR. Nobody that I found makes flat valves for another .3 bump. I'm not even sure if our stock valves are flat.

    Anyway, camshafts don't exist yet because of our firing order. I'm sure we can get custom ground sets but they limit the lift and duration increase over stock - assuming we won't experience piston to valve contact with more lift.

    Furthermore, our engine will not do 9,000 RPMs. The piston speed will be too great, we need a more over square setup, and if we achieve it with a destroked crank, we'll have less power and torque because of displacement.

    As of right now, this engine doesn't have a lot of internal support, and I believe for good reason. Ford basically maxed it from the factory.

    PS: the heads are already cnc port/machined. I don't think there is much additional material to remove. It may lose power after that point and critical cooling from the passages being so thin.

    As for intakes, we don't have another option except for custom, but then we need a new hood, lose our brace. Stock manifold will limit power to the 8,000rpm area.
     
  12. OP
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    Voodooo

    Voodooo Banned

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    No I'm quite aware of the stock internals. But I wouldn't build an engine of this caliber with them. First of all the stock parts are to heavy. A lighter rod and piston will be a better choice. Ross, mahle pistons and Oliver, Manley rods would also be a stronger lighter choice. The stock balancer would go along with the flywheel. Race prep the crank with knife edging and polishing.
     
  13. OP
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    Voodooo

    Voodooo Banned

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    I'm not disagreeing with you, but I'm thinking outside of the box here.
    Mahle isn't the only piston in town. But I know what you are saying. Same goes for custom cams as I said at the beginning of my post. Last year when I received my GT350 I was the first to trial fit the cobra jet intake and was the first for the long tube headers. I know the cobra jet intake will hit the hood and the voodoos oil pan only give 1/2-3/4" oil pan to K member clearance stock. So lowering the engine to clear the stock hood is out of the question. I have already contacted hogan intakes months ago for a custom intake manifold for the clearances allowed.
    Just because the stock heads are CNC ported does not mean they are maxed out or ideally for higher hp. I'm not saying this would be an easy feat! But it can be done.
    Their will always be naysayer. It's gotta start somewhere. Just depends on how deep the pockets are. I would never go forced induction. I like a challenge! Time will tell. This is a brand new engine. A builder such as John kaase would be up to the task.
    With my long tubes and Lund tune I'm producing over 600 crank Hp now. The potential for more is there by opening up the motor.
     
  14. Darkane

    Darkane Well-Known Member

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    Agree. I'm an NA guy also so I will follow whatever you have brewing.

    An idea I've had from my Honda days regarding the variable cam timing is what's been done on the k24 Hondas.

    Basically, a stock k24 intake cam gear will allow additional 25deg of advance throughout the rev range up to the high rpm curve where zero cam timing is required and its managed purely through the total ignition timing.

    Anyway, people have been retro fitting k20 cam gears to allow 50deg of advance or machining the stock k24 gear to allow 40-50 advance. In our engines I'd be curious to know

    1) the max cam advance in degrees during the factory tune
    2) the physical limit of the advance cam gear
    3) the distance and clearances of piston to valve, and valve to valve during maximum advance.

    From here we can make tuning changes and see some healthy low end also.
     
  15. lemers

    lemers Globetrotter

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    I'd like to see you pull this off
     
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