496 MAG HO Whipple/ProCharger ?
I need some advise from anyone who has Whipple or Pro Charged a 496 MAG HO.
1. What kind of results did you get, pros and cons? 2. What did it cost to have done? 3. What drive changes or mods were made? 4. Any recomendations in the North East for a good shop to do the installation 5. Is one charger better suited than the other for this motor? Thanks your input! |
I don't think that Whipple has their kit out yet and I have not heard of anyone running a 496HO procharger kit, have only seen the picture in the ad.
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Negative, No unit commerically available, Dustin?. Procharger's have been out for about a year.
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Whipple
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496 no blow
I wrote to tyler crockett, it was printed in may or june Hot Boat
He said this motor has some weak links, Pistons, etc. He is working on a package that will work. I would wait, I don't buy all the blower ok on stock motor hype. I blew up a lt1 vette with a vortech. The motor is now put together right. Just my .02 |
I read the reply of Tyler's and thought that he said the HO motor was good to go as far as blower boost, but it was the straight 496 that he didn't recommend boost with. Maybe I read it wrong, but I was under the impression that the 496 HO had forged pistons instead of cast.
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That is the same debate I read on another board. Are the components the same or different between the 496 and 496 HO? One poster checked the Merc website and said the parts are almost identical. I have also heard that it's OK to boost the 496 HO but not the 496. Fact or Fiction !
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Here are the facts:
496 MAG Type: 90° 8.1L Standard V8 Displacement: 496cid (8128 cc) Compression Ratio: 9.1:1 Valve Configuration: Pushrod Actuated Overhead Canted Valves (2 valves per cylinder) Manufactured: Tonawanda, New York Valve Lifters: Hydraulic Roller Bore x Stroke: 4.25 x 4.37 in (107.95 x 111.00mm) Main Bearing Caps: 4-Bolt Cast Iron Balance Method: Internal Intake Manifold: Factory Installed PFI Manifold Firing Order: 1-8-7-2-6-5-4-3 Oil Pan Capacity: 8 qt Fuel Type: Gasoline (unleaded) Fuel System: Port Fuel Injection Engine Rotation: Clockwise (facing front) Paint Protection: Component Painted Shipping Weight: 734 lb (333 kg) Horsepower: 375 hp @ 4600 rpm Torque: 490lb-ft @ 3200 rpm Sparkplugs: Platinum tipped (1.5 mm gap) Emissions Controls: Internal PCV orifice System Actual power levels may vary depending on OEM calibration and application. Materials: Block: Cast Iron Cylinder Head: Cast Iron (with exhaust valve seat inserts) Intake Manifold: One-Piece Coated Cast Aluminum Main Bearing Caps: Cast Nodular Iron Crankshaft: Cast Nodular Iron Camshaft: Steel Connecting Rods: Forged Steel 1141 SAE (shot-peened and magnafluxed, with 9-mm diameter connecting rod bolts) Pistons: Hypereutectic Cast Aluminum 496 MAG HO Type: 8.1L V8 Displacement: 496cid (8128 cc) Compression Ratio: 9.1:1 Valve Configuration: Pushrod Actuated Overhead Canted Valves (2 valves per cylinder) Manufactured: Tonawanda, New York Valve Lifters: Hydraulic Roller Bore x Stroke: 4.25 x 4.37 in (107.95 x 111.00mm) Main Bearing Caps: 4-Bolt Cast Iron Balance Method: Internal Intake Manifold: Factory Installed PFI Manifold Firing Order: 1-8-7-2-6-5-4-3 Oil Pan Capacity: 8 qt Fuel Type: Gasoline (unleaded) Fuel System: Port Fuel Injection Engine Rotation: Clockwise (facing front) Paint Protection: Component Painted Shipping Weight: 740.75 lb (336 kg) Horsepower: 420 hp @ 5000 rpm Torque: 505lb-ft @ 4000 rpm Sparkplugs: Platinum tipped (1.5 mm gap) Emissions Controls: Internal PCV orifice System Actual power levels may vary depending on OEM calibration and application. Materials: Block: Cast Iron Cylinder Head: Cast Iron (with exhaust valve seat inserts) Intake Manifold: One-Piece Coated Cast Aluminum Main Bearing Caps: Cast Nodular Iron Crankshaft: Cast Nodular Iron Camshaft: Steel Connecting Rods: Forged Steel 1141 SAE (shot-peened and magnafluxed, with 9-mm diameter connecting rod bolts) Pistons: Hypereutectic Cast Aluminum |
Please notice, And I've posted this in the tech section a while ago...
The cranks are now the same! Both are cast. This model year and last they were cast and forged for the 375hp and 425hp, respectively. Also, the Vortec HP3's used in apba racing applications currently, also use the same cast crank at about 525hp with no bottom end failures so far. I guess they found it to be overkill on the stock motors. Blowing the motor however will be a different story. |
JEEZ...They look pretty damn close to me !
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