1482 hp
Sorry for jumping on you a little I took it the wrong way.I would say one thing you're seing with you're deal with a single t is the air inlet gets gets hot fast with the properly sized twins air inlet is way cooler.oil control is another little secret any oil in the chamber bang detonation.Ignition system is another one.low compression deals 8.5 and lower usually like more timing.Camshaft is also a player.I'm no genius i just play around with things until i think they work well and thats what has worked for me.The piston usually sets about .010 in the hole with a .040 gasket the combustion chamber is a brodix 11x cnc deal it has squish pads on both sides and the pistons are a reverse dish with quench pads also not just a bathtub.the real key to the power is the turbo's the turbo is the single most important thing you can do way more important than heads /cam/everything with the exception of building a stout motor.We as of right now on the small blocks have played with 64 different vararations of the turbos.I know thats not spelled right.When you get it right .hold on.But like i said every motor is different my engine masters chrysler 470 was 13.2 to 1 with 280 pounds cranking on pump gas and liked 26 degrees total it would actually lose 100 hp at 36.even on race gas.but some motors like timing some don't.I don't think there is any set deal.A general rule is with a small combustion chamber on a big displacement motor with a lot of arm in it and a flat top piston i would generally see it didn't need as much timing than a big domed big combustion chambered motor of the same size .But i don't no until i try it.thanks for the good words.Tom
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