There are some very fast trucks runnig on the stock block, crank, and/or manifolds. If 10's is your goal you do not need a mega$$ build. However, didn't someone on the BB recently ask why there are no SyTy's in the 8's? I think it was a visiting turbo Buick guy.
I've seen pictures of McCoy's intake manifolds and I don't believe he "opens them up" by cutting and welding before porting. So if those mainfolds will go into the 9's just imagine if they were opened up *much* more.
I'm not trying to infer that there are no good-flowing parts out there. I have not yet heard of a build though that addressed the breathing all the way through though. A chain is only as strong as it's weakest link. As far as I know the only real high flow setup out there is Mike Lee's twin turbo with tons of good parts and equal flowing exhaust from both sides of the engine (although the header tubes aren't very long). And don't underestimate the importance of proper header design when looking for the big power. Just look at any of the exhaust manifolds or headers for a single turbo SyTy from stock to $30,000+ - they all have short tubes, unequal length, and extremely unequal flow - the crossover pipe makes sure of that, not to mention the effect of putting the wastegate on the crossover. This kills the scavenging effect, slows velocity, and worse slows velocity unequally from the two sides of the motor. This would be bad enough in a sequential EFI setup where there could be at least some degree of compensation. But in a batch fire or bank to bank setup those cylinders are treated the same although they are making different amounts of power. So there will always be some cylinders running relatively rich and some relatively lean.
Mike's setup addresses most of the breathing issues and look at the crazy power he's making - 667 RWHP in a partially tuned state if I recall correctly from his website.
On the WFSLC, which also uses the same basic breathing optimization, the supercharger was rated at something like 925 cfm at 15 lbs of boost (not sure of the exact numbers - ball park only. Also, this is 10 year old technology and could have been even faster with today's better DFI and bigger superchargers). The engine Dennis built (aluminum Donovan small block, 4 inch stroke, 420 cubic inches) breathed so well that on the engine dyno they got the supercharger to flow well over 1000 cfm and were still unable to get boost much over 3 - 5 psi. The engine was sucking the air out of the supercharger! This kinda freaked out some people including Dennis, Sam (car's owner), and the ProCharger people who had never seen this phenomenon before. Unfortunately, this was the biggest supercharger that could possibly fit under the (custom) hood - today there are blowers with more output from the same sized package but it would require pulling the motor, redynoing, and probably upgrading to DFI 7 or another similar system. So Sam is content with 253 mph.
And it's not just power level per se, it's the torque curve, part throttle driveability, turbo lag, required tc stall speed, at least if you care about streetability.
The engine dyno should be up and running in the new PEP building by early Spring. My Syclone motor will be the first to go on it. If there is interest we can make a dyno day of it and observe *if* we don't bother Dennis - he's *very* serious when dynoing engines. I hope to be driving the Syclone by April or May. Only gonna do a coupla passes at the track for benchmarking - she's a streeter...
At some point, engine building becomes philosophy...
