These guys decided to modify the Duke engine for more power and got 172 horsepower . They wisely kept the redline at 5000 RPM but this video is proof of the power the Duke engine made at 172 Horsepower. If it could go more is the big question. The crank and Duke block may be weak spots but it is capable of making more horsepower. Duke engine 172 HP
------------------ " THE BLACK PARALYZER" -87GT 3800SC Series III engine, custom ZZP /Frozen Boost Intercooler setup, 3.4" Pulley, Northstar TB, LS1 MAF, 3" Spintech/Hedman Exhaust, P-log Manifold, Autolite 104's, MSD wires, Custom CAI, 4T65eHD w. custom axles, Champion Radiator, S10 Brake Booster, HP Tuners VCM Suite. "THE COLUSSUS" 87GT - ALL OUT 3.4L Turbocharged engine, Garrett Hybrid Turbo, MSD ign., modified TH125H " ON THE LOOSE WITHOUT THE JUICE "
[This message has been edited by Dennis LaGrua (edited 09-18-2024).]
Details matter. I believe it's a marine crank and 3.0L... In the past I believe someone's made 154 rwhp so this makes sense as this is an engine dyno, not a wheel dyno.
Details matter. I believe it's a marine crank and 3.0L... In the past I believe someone's made 154 rwhp so this makes sense as this is an engine dyno, not a wheel dyno.
This Duke on the dyno was a 3.0 and the builder didn't reveal how he achieved that displacement. The engine was most likely stroked There was some discussion about this Duke being an S-10 engine. More info here; Duke mods
------------------ " THE BLACK PARALYZER" -87GT 3800SC Series III engine, custom ZZP /Frozen Boost Intercooler setup, 3.4" Pulley, Northstar TB, LS1 MAF, 3" Spintech/Hedman Exhaust, P-log Manifold, Autolite 104's, MSD wires, Custom CAI, 4T65eHD w. custom axles, Champion Radiator, S10 Brake Booster, HP Tuners VCM Suite. "THE COLUSSUS" 87GT - ALL OUT 3.4L Turbocharged engine, Garrett Hybrid Turbo, MSD ign., modified TH125H " ON THE LOOSE WITHOUT THE JUICE "
Dennis, bottom line is that this cocky Engine Masters participant believes he did something out of this world. But in reality he made a fool of himself. If you break down his results in foot pounds per cube and HP per liter, his results were way less than a stock compression non stroked V6 2.8L with an intake, flat tappet cam (230/230 Duration @ .050, .0512 lift) ported head and custom headers like he had in his 3.0L (if done properly). I made 173WHP at 6000rpms and 160WTQ and for fairness sake lets just use 10% of the power at the flywheel. That would translate to 190bhp and 176lbs/ft. So, with less displacement and using stock everything except the cam, ported heads, headers and intake; no stroker crankshaft, no higher compression, no 500CFM Holley carb, no BBC aluminum rockers, not using other's engine pistons, no beehive springs and no roller cam (242/248 Duration @ .050, .574 lift) lets see the results.
Dave Storlien "Engine Masters Pro". 57hp/ltr @ 4600rpm & 1.20lbs/ft per cube @ 3800rpm Me "a nobody compared to him". 68hp/ltr @ 6000rpm & 1.03lbs/ft per cube @ 5000rpm (with smaller pistons and same valves and with air filter on)
So by looking at this results we can conclude that these two engines carrying the same weight and using the same same intake valves, David's engine is good for a junkyard truck like Sandford & Son's not a high revving engine. So the moral of the story is this; if you let a camshaft company tell you what cam timing to use for your engine you have no business competing in Engine Masters!
Originally posted by La fiera: So by looking at this results we can conclude that these two engines carrying the same weight and using the same same intake valves
There is kind of a big difference between breathing through 4 or 6 of the same valves...
There is kind of a big difference between breathing through 4 or 6 of the same valves...
Yes there is! But he if he was a real "engine master" he would have designed the cam timing to use the exhaust energy to bring in the intake charge to make up for his handicap, but obviously he is not. Specially with that 1.72 intake valve feeding that 4.060 bore and the .060 stroke extra compared to the 2.8L V6. By listening how the engine sounded I could decern that the LSA was spread to allow it to idle and sound lumpy at the lower RPMs but a lot was left on the table by doing that. With the right LSA that engine would not idle at 850-1000rpm and probably make an extra 30 HP and 35-40lbs/ft.
