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GPI Racing

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About GPI Racing

  • Rank
    Super Stock
  • Birthday 06/28/1962

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  • Website URL
    http://gpiracing.com
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Profile Information

  • Location
    Avon, MN
  • Interests
    Forever going faster.................
  1. Celebrating a B-Day

    Thanks guys, After a busy day yesterday we're going to the kart track this afternoon to pound out a few hundred laps! Randy
  2. A42 Box

    It is a preproduction box with the same fuel curve as an A49. You can run whatever e-prom you want to change the curve. Randy
  3. Project 280+P (Part II)

    Wayne, I'd like to send you one of my "before the reed" intake manifolds. I'd value your opinion and would be curious if you come up with the same basic results. I'd venture to guess it may help keep the detonation threshold at bay longer than the behind the reed location. Might make some interesting comparisons. Randy
  4. What Happened to the 2.5 Racing Engineers

    Cliffy, Less than 100 units worldwide. Pretty pathetic huh. I was told by someone in OEM marketing that they were in fact going to sell them in Canada etc. but they hatched a deal to meet the total emission quota and the plan was dropped on the last week of June. The '06 model year took effect in the first week of July. go figure. Randy
  5. GPI RIVER ROCKET FOR SALE

    Boat is sold...
  6. Burrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr

    ER, Jim Neurstrom was the engineer and project leader on the race V8. I can't remember the name of the guy that lead the production developement. Why the hell they kept it seperate....imagine a V6 that was based on it. I turned my race V-8 9500 for a WHOLE season. Repeat...WHOLE SEASON, 90 laps a weekend 7-8 times a year plus testing. If they would have built the production motors based on the race engine....they would have RULED the outboard market. Merc was just getting the bugs out of the 2.4 in '81-83, OMC could have leap-frogged them and never looked back. Instead we got the albatross. Randy
  7. Burrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr

    All the race V-8s were sand cast and rough at that. The 4 litre had some deep tranfer port channels and that was the change over the 3.5. Note the Z-port exhaust. 1985 and they were already 10 years ahead of Mercury...to bad they never carried it over to production. Randy
  8. Burrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr

    What is the bore? The 3.5 litre was 3.600". I know of a dozen 4 litres built and the numbers were real high. 485+hp. Cees VanderVelden ran one of the last ones. Absolutely pounded the rest at the Nationals. The block is definitely of the last v-8s. You can tell by the casting. Randy
  9. Burrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr

    The real 3.5 litre V-8 carb engines would pull 415-420hp when we raced them in '84. The square exhaust chest is pre-'84 and was 20-25hp less. They ran these in '81-'83. These are powerhead figures as that's what the dyno was at Second Effort. The center is pre-'85 also so I'd guess it's a '83 or so. Randy
  10. We need something new to talk about.

    But the chevys have 4 times the torque at 1/4 the shaft speed. The Alpha SS upper is actually OVERBUILT for this application. Besides, who would think I (I never liked the word stock) would run stock gears? Truthfully I've sourced a manufacturer that will make me whatever I want. Randy
  11. We need something new to talk about.

    Basically Mercury chose to fire their injectors 2 at a time. This means when number one is getting fuel (and let's imagine the piston is on it's way up from bottom dead center) Number 2 is getting fuel at the exact same time but it's on it's way down!. Not the best senario. They could have (and so could I) come up with better electronics to fire the injectors sequentially. That would take money and a whole new system. Not in the Mercury scheme of things. By placing the injectors in front, they still squirt at the same time. (2 at a time) but now the fuel can stay in suspension in the manifold for a micro-second. When the time is perfect the reeds open and the fuel/air charge is pulled in, at exactly the perfect time. The reed become the perfect injector timing device. This is why we see such a rush in the lower rpm. At high rpm the air/fuel flow is so quick that it runs very much the same. The mercury injectors are practically firing nonstop at this time. The work I put into the manifold was to get a nice clean running 2.5. You could put an SVS on the front of the manifold and have the advantage of wet reeds fuel timing with Tony's stackable system. Right now with the airhorn it runs as hard as anything we've ever tested. I wanted something flexable so we included the bosses and holes to use it on a carb fronthalf (enabling carb guys to convert to EFI) and the 280. Every 7 petal front will accept it. That's the scoop on it. Randy
  12. We need something new to talk about.

    The injectors are angled 15ish degrees. That is what makes the placement of them so tricky. After going through all the design it's easy to see why Mercury put them on the crankcase. To get everything to fit was a big challenge. We also wanted one piece as I ran some protos made from several pieces. The responce and low speed is something that is felt "seat of the pants". Side benefit is the engines start better too. Thanks rob and B-rad for the picture help. We will only be making 20 manifolds for the first run. Half are spoken for already. While we did everything to keep the cost down it was quite expensive to have made. The kit with all the pieces and the manifoled anodized will sell for about $750. It took us 2 months to find a shop that could do it and get the price down. I was originally quoted 1 1/2 times that. Then we had toget it plated and buy all the hardware. I think the finished product turned out good though. And it is one thing you can bolt on and get something back for a change. I own every intake for a merc there is. This is something that I originally made for myself, but saw the need for it in the field. randy
  13. We need something new to talk about.

    Here are some pictures of my "other" project. An intake for the 2.5 that gives all the benefits of the Mad efi manifold I worked with and the SVS I've been playing with. But with a twist. Using a single airhorn butterfly to control the air it has a much nicer idle and midrange. The signal to the box is better too. By moving the injectors forward of the reeds we gained a big boost in punch from idle to 7000. The side benefit is now the reeds control the fuel charge timing and the cylinder get the fuel at the proper time. Less chance of a random burndown with the injectors in front. Mercury firing 2 at a time and at no sequenced effect has always been a little odd. We will be red anodizing the part and providing all the hardware. Fits any motor with the 7 petal front. Carb, 260, 2.4, 280, drag or whatever. I tried loading ithe pictures but the file's to big.....I'll send it to B-rad..he'll fix it. Randy
  14. We need something new to talk about.

    A little more info. The engines have run for HUNDREDS of hours. (try that with a merc) The rebuild interval is going to be in years not months. This figuring how many hours we boat. In the cars they look inside after about 10000 miles. The boat will be wore out by then. Mercury has just raised prices again. Nice. How's $500 for the bracket that holds the throttle and shift cable on a 2.5.(the list goes on) They are not interested in our business. They are treating us like the "poker run" crowd who have unlimited bucks. I will have an engine that doesn't break and is faster than anything they have ever built. And for a cost not much different than a 2.5 drag. Low end torque is very flat. 160ish ftlbs. Very similar to a 2.5.
  15. We need something new to talk about.

    Here is some more from the link. RST.2.pdf
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