Stock C63 cyllinder head flow vs. ported Ford Voodoo
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2009 c63
Stock C63 cyllinder head flow vs. ported Ford Voodoo
Hi all. I was reading about some 600+rwhp N/A manual tranny Ford voodoo builds out of stock cubes ( albiet high-rpm ). So I was able to accumulate flow data vs STOCK c63 heads to show how much head we have even stock. Stock C63 has 40mm intake valves and the Ford Voodoo has 38mm intake valves.
Intake port flow numbers ( C63 vs ported Ford Voodoo ):
lift c63 voodoo
.2 202.9 192.0
.3 300.0 267.0
.4 348.0 312.0
.5 358.0 338.0
.6 359.0 357.0
Stock C63 camshaft is 12mm (.476" ) lift on the intake and 11 mm on the exhaust. I don't have duration or timing events. Our heads actually have more low lift flow than some high dollar BIG BLOCK heads.
Intake port flow numbers ( C63 vs ported Ford Voodoo ):
lift c63 voodoo
.2 202.9 192.0
.3 300.0 267.0
.4 348.0 312.0
.5 358.0 338.0
.6 359.0 357.0
Stock C63 camshaft is 12mm (.476" ) lift on the intake and 11 mm on the exhaust. I don't have duration or timing events. Our heads actually have more low lift flow than some high dollar BIG BLOCK heads.
Last edited by djr48312; Mar 26, 2021 at 12:59 PM. Reason: A little more info
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2010 C63 AMG
Yes, it’s the game camshafts that are holding back some pretty serious na power builds. Would be nice is tasos got his finished, I have been talking to someone about getting a custom set built.
tame camshafts! Damn autocorrect
tame camshafts! Damn autocorrect
Last edited by deadlyvt; Mar 26, 2021 at 12:08 PM.
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2009 c63
lift c63 weistec voodoo
.2 202.9 205.94 192.0
.3 300.0 318.71 267.0
.4 348.0 372.53 312.0
.5 358.0 389.76 338.0
.6 359.0 397.88 357.0
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2009 c63
Camshafts and then the intake manifold. The intake manifold out the box is setup for operation up to around 65-7000. To make power higher needs a shorter runner intake manifold like the SLS. The SLS intake will support power up to around 9000 RPM. The tradeoff is the loss of some lower end torque, in exchange for more higher end torque.
This is just like in the early Ford 5.0 days with the "Cobra or GT40" style long runner tubular intake. It boosted torque at low rpm, but prevented high rpm operation above 6000 rpm. Switching to a shorter runner intake such as the Vic 5.0 would allow power to 8000 RPM plus.
This is just like in the early Ford 5.0 days with the "Cobra or GT40" style long runner tubular intake. It boosted torque at low rpm, but prevented high rpm operation above 6000 rpm. Switching to a shorter runner intake such as the Vic 5.0 would allow power to 8000 RPM plus.
Last edited by djr48312; Oct 12, 2022 at 03:00 PM.
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2007 Mercedes E63 AMG
stock heads, stock cams, high compression pistons, race fuel and individual throttle bodies will net 580-590whp on an M156
we have a lot more to work with. we haven't even scratched the surface of M156 performance.
we have a lot more to work with. we haven't even scratched the surface of M156 performance.
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2009 c63
When you take the cover off the SLS manifold, you will realize it literally is individual runner trumpet stacks inside of there. The runner length is shorter with more cross section, which is tuned for power at a higher RPM than the long runner stock C63 intake. It will support power to around 9,000 RPM.
2014 SLS with long tube headers and tuning make around 600-620rwhp.
2014 SLS with long tube headers and tuning make around 600-620rwhp.
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10 C six trizzle
A header and tune sls is a quite impressive experience. Best part of the intake manifold is the lack of low end torque, which keeps tire spin down. 3500lb curb weight and dct definitely compliments it too.
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2010 C63 AMG, 2015 GL450, 2018 GLS 550, 2021 GLS 450
by high compression pistons do you mean like P31s? Or like the weistic kit?
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2012 P31 C63 Coupe Trackrat, 2019 GLE63S Coupe Beast
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2007 Mercedes E63 AMG
fully custom forged billet lightweight pistons. 14.5 compression if i recall correctly.
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2009 c63
IMO we needed to lose a little torque, with almost 400 cubes we have torque... If torque or off idle acceleration is a concern, we should upgrade our rear end gears. There are some Chrysler models which our rear end components interchange with that will give us a more favorable gear ratio for acceleration.
