Originally Posted by Dattaboi

I believe you're correct! I saw this on ebay while I was cruising options for my F - it wasn't a plug and play for my application and it was very $$$$.

In anycase, I think they floated around 525HP for the publication, but I too never saw WHP numbers or N/A Dyno numbers.

Originally Posted by lobuxracer

You seem convinced stiffer springs are necessary. Why?

Originally Posted by Jwconeil

This is ultimately a very complex task that nobody has done R&D on. You also have to look at mean piston speed and determine if the bottom end can survive at higher rpm. We have discussed mean piston speed in another thread. We found some data to suggest that 7200 rpm is ok, but even then it is reducing service life. In the end, this would take 10s of thousands of dollars, If not 100s, to find if optimal results exist for new cams.

Your options for power are:

You can bore the engine. I believe Novel has, and there is a 5.6L GSF running around social media with that engine. His is built with an upgraded lower end, but I don’t recall any changes to his head. He spent a pretty penny getting the engine. Their MSRP on it was steep, but I’ve since forgotten the number. I’m recalling around 15k, but don’t quote me.

It’s cheaper to supercharge, but we have seen mixed results with that. I’d recommend a willingness to build the bottom end if you do it. Some people have cracked ringlands, but some have had no problems at all. We used to believe a healthy engine with good compression can take boost, but then a member with healthy compression cracked ringlands as well. He had his bottom end built afterward. I think he then sold it.

There are some reliable boosted ISFs out there. YMMV.

If you pay a shop, I believe your looking at close to 5 figures for building our engine. That’s what I’ve been told by people that built them.

You can do a custom turbo kit, but see above. Same issues exist as SC.

RR has played with throttle bodies and found no substantial gains.

A tuner is in development on an E85 tune that will probably yield the highest NA HP possible. E85 GSF/RCF are laying down around 440-460 whp. But 430-440 whp dynos can be found on e30 and 93 octane… so we’re not talking massive numbers here. The RCF and GSF also have much higher fuel pressure than the ISF based on the HPFP, which cannot be swapped onto an ISF… so who knows how that will go. We haven’t seen dyno numbers yet. It will require fuel system upgrades, and is not a variable tune. You will get e85 only.

So yeah, the car can reliably make around 500 hp at the crank with bolt ons. The cost/benefit ratio of building it is not there past bolt ons. You can boost it, but do so willing to build it, and your going to be all in with boost and a build at between 20k and 30k plus if you go with off the shelf parts and shops.

If you want something that makes monster power, the 2UR is probably not your engine. If you want something that makes moderate power and is fun to drive reliably, throw some headers, exhaust, and a tune on it and enjoy it. Making it lighter can go a long way, but is equally as expensive. I have some lightweight goodies, and while they help performance, they didn’t turn the car into a GTR killer. My car runs low 12s.

Originally Posted by FilwithanF

Danny, are you coming from the Honda, K20 world by any chance? My K20Z3 FA5 SI was cammed and it was wonderful. But no one is doing that kind of development for the F V8. I'm all about NA power, but bolt-ons and a diff-swap seem to be the only cost-effective options right now.

Originally Posted by Jwconeil

The diff swap doesn’t actually make you faster. You gain in the 0-60 a hair, but also lose in the second half of a track. It just feels more violent.

I can’t recommend Tuned by Loi enough. That’s the extra ooomph you can have above bolt ons.

Originally Posted by FilwithanF

Danny, are you coming from the Honda, K20 world by any chance? My K20Z3 FA5 SI was cammed and it was wonderful. But no one is doing that kind of development for the F V8. I'm all about NA power, but bolt-ons and a diff-swap seem to be the only cost-effective options right now.

Originally Posted by Dattaboi

With just over 12,000 units made globally between 08'-2014', I'm not surprised there is limited aftermarket support. KW had to build my V3's when I bought them - reputable engine builders in the Toronto area didn't want to touch my car because they've never touched one before - mechanics had to order bolts for the valley plate from Japan because they were out of stock - took 5 weeks....

Ya. Looks like you're getting the picture! lol. Supercharge or FBO - those are your readily available options.