First realization was that torque bends rods. So detorquing tunes started or upping rpm. Then the idea of larger injectors to shorten pulse width and save pistons came up, use to be "a dumb idea" to put 60% overs or 100% overs on a stock engine with a single stock pump because you couldnt use all the fuel they would give but those that knew how large pulse width was sky rocketing pressure and temps in the cyl didnt listen to those guys.
So no guys are not bending rods but making more power and as time went on, pistons are cracking less and less (this doesnt account for guys who went a long time on stock injector high pulse width). Then fingers started the cyl pressure sensor idea. mark got one and started publicising it on here showing how there is a point of deminished return with pulse width, peak power and cyl pressures even if you played with timing. on something with a large amount of fuel (250% overs and more), 200uS less from an even larger injector could make more power with less cylinder pressure. Thats going from say 1500uS to 1300uS.
When you start pushing the 2000uS, you are at the point of diminished return. i see alot of guys keeping 1500-1600 max for big HP trucks and even try to push for less if possible. it makes a difference.
Anyhow, you combine all this with a large single turbo or make sure you rev a twin setup up and stock engines live much higher in the HP range. you throw some better breathing heads on it, a cam and valve train thats good for 4500rpm+ and they can take more.
the L5P short block has been up to 850hp or 900hp and 1600ft lbs. that is far beyond what any other previous generations have done. Its just a matter of how long will the pistons last at that level. the l5p can also spin a s472 box stock charger up to 15psi at 1600rpm like its a stock lb7 charger. it has a very good head/cam flow.
