Crown Rauder reborn...

[2ndMDRebel]

Lidio and his crew did an amazing job on the car. In a nutshell, the car previously had a transplanted Marauder DOHC engine with a Vortech supercharger and was tuned to 504rwhp and 438rwtq running a best time of 11.45 at 119.65 mph. The engine failed opening day on the first run in March this year and the rebuild planning got underway. I wanted two main things, first was a forged internals engine and second was a way to make the power in the low and mid range without losing top end capability. After some looking around I decided on the new Trilogy twinscrew as the power adder and shortly after asked Lidio if he would do the engine and install. Got the car out to him and he worked his magic...

http://www.mercurymarauder.net/showcase/files/4/0/8/0/075.JPG

The car now has a full forged internal stroker 5.0 DOHC engine with ported heads, Ford GT cams, and the new Trilogy Lysholm 2.3L twinscrew sitting on top packing in the air. Sending the power to the rear wheels is a built up 4R70W with a stock Marauder torque converter. This combo puts out 495rwhp and 485rwtq.

What? It now makes less peak horsepower? Yep, and it feels wonderful! Check out the dyno charts...

12psi Vortech setup
http://www.mercurymarauder.net/showcase/files/4/0/8/0/scan0001.jpg

~14psi Trilogy setup
http://www.mercurymarauder.net/showcase/files/4/0/8/0/scan0003.jpg

Just by going off the peak HP number is deceiving. Taking it in 500 RPM intervals we can see there is a big power difference...

RPM wTQ/wHP (Trilogy) then wTQ/wHP (Vortech)
2700 410/210 280/144
3000 440/251 300/171
3500 465/310 360/240
4000 480/365 415/316
4500 480/411 425/364
5000 475/452 438/417
5500 450/471 420/440
6000 430/491 410/468
6500 395/489 390/482

While I was hoping to see higher numbers than what the Trilogy can do the low end and mid range torque gives it an amazing driving quality that just can't be put into words. This two plus ton car gets up and moves and even with the bigger displacement and 60lb/hr injectors it sipped its way down the interstate at 19.66mpg at 70-75mph.

The track times will come as soon as I get the new drag wheel setup. I'm hoping the times stay in the mid 11s.

.... more below ....

[2ndMDRebel]

Just wanted to throw a couple more pics in there...

http://www.mercurymarauder.net/showcase/files/4/0/8/0/080.JPG

http://www.mercurymarauder.net/showcase/files/4/0/8/0/079.JPG

http://www.mercurymarauder.net/showcase/files/4/0/8/0/078.JPG

http://www.mercurymarauder.net/showcase/files/4/0/8/0/077.JPG

http://www.mercurymarauder.net/showcase/files/4/0/8/0/076.JPG

http://www.mercurymarauder.net/showcase/files/4/0/8/0/side1.JPG




Thank you very much Lidio and Jerry!!!

[Pops]

Looks great and I think you will be suprised when you take her to the track. It will improve with the new found torque. Nice job!

[sd8683]

Man that has CRAZY tourque from start to finish!! Congrats:bows:

[merc]

I have a few concerns about a wavy fuel curve in your dyno sheet. I upload my sheet for comparison. Your torque curve comes on like a vortech. I was some what surprised about the Twin Screw numbers. It looks like you are still making power approaching the 6200 RPM range were my blower was out of wind. I would like to line up to see how both car react down the track. Should be a good competitive race.
http://www.mercurymarauder.net/showcase/files/2/3/8/DSCN0673.jpg

[ctrlraven]

Must of been slow at work Tom lol.

It's going to be real interesting to see you guys line up but I want to be there to record it.

[DOOM]

Hot damn! Its alive!!!!!!

[2ndMDRebel]

I have a few concerns about a wavy fuel curve in your dyno sheet. I upload my sheet for comparison. Your torque curve comes on like a vortech. I was some what surprised about the Twin Screw numbers. It looks like you are still making power approaching the 6200 RPM range were my blower was out of wind. I would like to line up to see how both car react down the track. Should be a good competitive race.
http://www.mercurymarauder.net/showcase/files/2/3/8/DSCN0673.jpg


Good grief you have a ton of torque down low! I'd definitely like to line up with you but with that torque and the driver skill mod you have I'd more than likely get smoked... still would be fun though. Let me get some 28" drag tires and a few runs in. Hmmm... a Fall CAM track meet at Capitol or Budd's Creek?

I think Lidio normally locks the converter in and does a pull from low RPM like on the Vortech dyno but I think he started a little later on this graph. Sorry for the low quality but I can't seem to get my scanner to get a decent copy of it short of an 11MB file.

[Zack]

Oh my, i just looked at the A/F at the high rpm's and it is showing 10.9, then goes even LOWER! :eek:

What is the logic behind that?

Anytime you have a built engine, a commanded A/F of 12.0 is the norm.
Not only that, you are leaving A LOT of horses in the stable with it that rich.

Yeah, I will get flamed for this because Lidio tuned it, but I call it like I see it.

[offroadkarter]

Zack is right, 10.9 is really rich and is holing back some potential. If it were leaned out i bet it would be in the 500's easy.


Anyways, looks great, glad the cars fixed! Now put the vortech on your "stock" MM and call it a day :D

[KillJoy]

Congrats!

:up:

But......

I would expect a LOT more from a Twin Screw on a Built Motor than what that graph shows.

:dunno:

KillJoy

[DEFYANT]

While I am no tuner - not even close.. I'll ask this question..

After you rebuild an engine and bolt up a twin screw supercharger, is it a good idea to run the combination at its maximum output? Would you wan to turn the wic up high right out of the gate?

I think not.

Nah, I think the tuning here shows a conservative mindset. Yep. Lets see what happens in a few thousand miles after this beast is broken in. I doubt the numbers will be the same. As well as the A/F ratio this and the dyno jet that.

This is exactly the reason why Lidio and crew will get my business in the future.

[KillJoy]

While I am no tuner - not even close.. I'll ask this question..

After you rebuild an engine and bolt up a twin screw supercharger, is it a good idea to run the combination at its maximum output? Would you wan to turn the wic up high right out of the gate?

I think not.

Nah, I think the tuning here shows a conservative mindset. Yep. Lets see what happens in a few thousand miles after this beast is broken in. I doubt the numbers will be the same. As well as the A/F ratio this and the dyno jet that.

This is exactly the reason why Lidio and crew will get my business in the future.


I dunno... I have heard two different thoughts on motor building from VERY smart engine folks.

Some say to break it in for a few thousand mile.

Others say beat the hell out of it from the get go.

I have no clue which is the "correct" way. However, I hope, in the end, this baby makes a LOT more power!

:burnout:

KillJoy

[DEFYANT]

I dunno... I have heard two different thoughts on motor building from VERY smart engine folks.

Some say to break it in for a few thousand mile.

Others say beat the hell out of it from the get go.

I have no clue which is the "correct" way. However, I hope, in the end, this baby makes a LOT more power!

:burnout:

KillJoy


I agree.

My experiance tells me to go easy the first few miles to get everything moving together well. Thats just me. In the end, I am sure this car will lay waste to most of whats left to race.

[merc]

A/F has no burn in period it's all electronic. The software will need to be adjusted and someone should be looking closely at injectors, pumps, and maf. A custom dyno tune on a built motor should show better refinement. Whenever an engine's piston rings are replaced whether in part or in entirety it is necessary to break in the engine. Piston rings are replaced at a complete engine overhaul or repair, top overhaul or single cylinder overhaul or repair.

When we refer to engine or cylinder break in, we are talking about the physical mating of the engine's piston rings to it's corresponding cylinder wall. That is, we want to physically wear the new piston rings into the cylinder wall until a compatible seal between the two is achieved.

Proper engine break in will produce an engine that achieves maximum power output with the least amount of oil consumption due to the fact that the piston rings have seated properly to the cylinder wall. When the piston rings are broken in or seated, they do not allow combustion gases to escape the combustion chamber past the piston rings into the crankcase section of the engine. This lack of "blow-by" keeps your engine running cleaner and cooler by preventing hot combustion gases and by-products from entering the crankcase section of the engine. Excessive "blow-by" will cause the crankcase section of the engine to become pressurized and contaminated with combustion gases, which in turn will force normal oil vapors out of the engine's breather, causing the engine to consume excessive amounts of oil. In addition to sealing combustion gases in the combustion chamber, piston rings must also manage the amount of oil present on the cylinder walls for lubrication. If the rings do not seat properly, they cannot perform this function and will allow excessive amounts of oil to accumulate on the cylinder wall surfaces. This oil is burned each and every time the cylinder fires. The burning of this oil, coupled with "blow-by" induced engine breathing, are reasons that an engine that hasn't been broken in will consume more than its share of oil.

[Zack]

There is no break in period required.

Have you ever seen Funny cars making laps in the pits (to break it in) right after the techs overhauled the engine in 40 minutes? I think not.

[JVJ]

That's GREAT, love the way the engine looks, Thanx for sharin and good luck!