Just a comment regarding your two port configuration, this is the reason that Ed Windfield made the 2 up/2 down crank for the killer T he built. No EFI at the time so he made it work with carbs, he built those also.
yup, very aware of the winfield 2 up 2 down motor. thought about doing that for about two seconds but decided not too after reading that it nearly jumped out of the car the first time he ran it.
we used to run a pair of winfield down drafts on both our cragar ohv motor and our winfield headed flatty motor. actually been doing this for 15 years now and have ran a whole bunch of different combos; a cook cross flow head, a sohc rutherford, babbit, insert bearings, 5 main cranks, stock cranks, hilborn injection, turbo, gas, fuel, etc.
Do you have two injectors into each port? What head are you running? 6000 with a three main crank is aggressive to say the least, but that is how you make horse power.
yes, two injectors per port. each one points right up towards the back side of the intake valve. like i mentioned before, running an original cast iron winfield head now while we're still naturally aspirated. once we go turbo we'll go with a new aluminum winfield head and modify it for an extra head stud per cylinder.
6000 rpm is the last rpm breakpoint in the fuel map and all my fuel delivery calcs were based on this max rpm. we've run stock cranks to 5500 rpm many times. the only problem with stock cranks IMO are the flanges (well and the fact that they're not counterweighted but we take care of that). 5000 rpm or 5500 rpm or maybe even 6000 rpm isn't really limited by the crank... the motor just doesn't flow any more air at that point or make any more power. even when we do switch over to the billet 5 main crank i doubt we'll rev it any harder than we already are.
fwiw, the best one way pass we ever had with the turbo was 155 and change and that was totally blind... no real tune, no o2 monitoring, no knock monitoring, not even a boost enrichment fuel system. in fact, not even a gauge in the car... just a shift light. we just had our old n/a setup with a turbo hung on the motor making maybe 5 psi boost and a few pill sizes smaller in the bypass. this time we have an o2 sensor per cylinder pre-turbo, an egt sensor per cylinder, and exhaust back pressure sensor and a knock sensor. we're going to spend multiple days on the dyno getting this thing dialed in.
on ethanol we're shooting for 300hp which is about how much power it takes to push the lakester we run to 200mph. actually, with any hope, the streamliner we're building will be the one that breaks 200.
