Ai 200cc CNC H/C Dyno, A4, 425rwhp
10-20-2009, 11:27 AM
#1
Ai 200cc CNC H/C Dyno, A4, 425rwhp Gentlemen,
A customer decided to share some of his dyno results with us, so we made some graphs for you guys. It is an excellent example of what this setup will typically do when properly setup and tuned. He is running our most common daily driver stock short block top-end which is comprised of the following:
Ai 200cc CNC'd GM LT1 heads
Ai custom HR (22Xdeg)
Stock GM Manifold
With meticulous assembly and adjustment from Mike Harris at B-Body Performance it was a foregone conclusion that the car would perform well. The dyno #'s are through a 4l60E w/ an ATI converter, and an effective gear ratio of ~4.10. Naturally, the car has typical bolt on parts: 58mm TB, ewp, etc. This cam is mild enough that when combined with our valve train it will remain under control beyond 7000rpm. In this example, the dyno operator simply got out of the throttle around 6600rpm after peak power (at only 6400rpm).
SAE #'s
Since a few like to put out the higher STD correction, we include it for the sake of comparison.
STD #'s
We'll post a thread about this car in the near future.
Thanks guys!
A customer decided to share some of his dyno results with us, so we made some graphs for you guys. It is an excellent example of what this setup will typically do when properly setup and tuned. He is running our most common daily driver stock short block top-end which is comprised of the following:
Ai 200cc CNC'd GM LT1 heads
Ai custom HR (22Xdeg)
Stock GM Manifold
With meticulous assembly and adjustment from Mike Harris at B-Body Performance it was a foregone conclusion that the car would perform well. The dyno #'s are through a 4l60E w/ an ATI converter, and an effective gear ratio of ~4.10. Naturally, the car has typical bolt on parts: 58mm TB, ewp, etc. This cam is mild enough that when combined with our valve train it will remain under control beyond 7000rpm. In this example, the dyno operator simply got out of the throttle around 6600rpm after peak power (at only 6400rpm).
SAE #'s
Since a few like to put out the higher STD correction, we include it for the sake of comparison.
STD #'s
We'll post a thread about this car in the near future.
Thanks guys!
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10-20-2009, 01:11 PM
#8
Incredible numbers especially for the A4.
That said, flame suit now on. I find these charts to be of little value (for comparitive purposes) because nearly everybody who runs AI setups refuses to disclose their cam specs. This makes it impractical to compare one guys setup to the next which is the usual intent, when one posts a chart to the board.
I know I am going to here the "we have to protect our investment", and "we don't want to be everybody's cam designer for free" argument. I believe half the process of building a good motor is the parts recipe and the other half is excellent craftsmanship. If the craftsmanship of this motor is what is really shining through here, I applaud the builder big time.
Again that said, I find it curious that a stock SB LT1, with the A4, with a stall, can make 425 RWHP corrected to SAE with a 22x cam. The statement that the dyno operator got out of it at 6400RPM and it was implied that there was plenty left just reinforces my last statement.
Obviously, these numbers are well above the frey for a 22x cam. I will fully admit that AI has some bad *** stuff, but at some point the numbers become so impressive that one should properly question them and IMHO, this is one of those cases. I am not calling BS here, but I think there is a wild card in this setup or measurement. If AI can prove with other customers using the setup that this is "typical", as the OP stated, hats off to AI.
FWIW, I would have have made this same statement if one of LE's guys posted the same information. This is not intended to be turned into another **** sling.
That said, flame suit now on. I find these charts to be of little value (for comparitive purposes) because nearly everybody who runs AI setups refuses to disclose their cam specs. This makes it impractical to compare one guys setup to the next which is the usual intent, when one posts a chart to the board.
I know I am going to here the "we have to protect our investment", and "we don't want to be everybody's cam designer for free" argument. I believe half the process of building a good motor is the parts recipe and the other half is excellent craftsmanship. If the craftsmanship of this motor is what is really shining through here, I applaud the builder big time.
Again that said, I find it curious that a stock SB LT1, with the A4, with a stall, can make 425 RWHP corrected to SAE with a 22x cam. The statement that the dyno operator got out of it at 6400RPM and it was implied that there was plenty left just reinforces my last statement.
Obviously, these numbers are well above the frey for a 22x cam. I will fully admit that AI has some bad *** stuff, but at some point the numbers become so impressive that one should properly question them and IMHO, this is one of those cases. I am not calling BS here, but I think there is a wild card in this setup or measurement. If AI can prove with other customers using the setup that this is "typical", as the OP stated, hats off to AI.
FWIW, I would have have made this same statement if one of LE's guys posted the same information. This is not intended to be turned into another **** sling.
Last edited by wrd1972; 10-20-2009 at 02:19 PM.
10-20-2009, 04:42 PM
#17
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another 425rwhp AI H/C setup...
simply put, guys, AI knows what the F*ck is up when it comes to porting heads and grinding a cam to match.
every car that's come by phil "bluecat" smith's house that's had some varient of their heads/cam and/or intake has never failed to put down less than 400rwhp. and run circles around most of the similar cars at the track.
a lot of guys in my area are starting to ante up the money for their products, and all are
more than satisfied with the performance.
if I can ever bring myself to shell out the bucks for their parts, I'll jump on the bandwagon too.
another job well done!
simply put, guys, AI knows what the F*ck is up when it comes to porting heads and grinding a cam to match.
every car that's come by phil "bluecat" smith's house that's had some varient of their heads/cam and/or intake has never failed to put down less than 400rwhp. and run circles around most of the similar cars at the track.
a lot of guys in my area are starting to ante up the money for their products, and all are
more than satisfied with the performance.
if I can ever bring myself to shell out the bucks for their parts, I'll jump on the bandwagon too.
another job well done!
10-20-2009, 07:38 PM
#20
I'm the owner of this vehicle with the AI topend.
I see there are a few astute folks on here that wondered about the stock bottom end. Yes, in the interest of durability, we resized the rods and used ARP rod bolts, and polished the crank. Fresh hone, new GM rings and bearings, Milodon oil pump (just because we've seen a GM pump casting break in roadrace use).
For the doubters and naysayers, there is nothing trick about this engine as far as performance enhancements. The non-stock rod bolts and preparation mentioned above are durability improvements. The performance is there because of good parts and a good builder. When I say "we" did this and "we" did that, you can interpret it as me OK'ing what to do and Mike Harris (B-Body Performance) executing. Mike has quite a bit of experience with the AI topends, and even though I asked for a power peak no higher than 6400 rpm, he already knew it would pull good horsepower beyond that and I would be enticed to use it, thus the durability improvements to the shortblock. And he was right........2nd time to the track and I'm already shifting at 6900 and trapping at 7100.
I see there are a few astute folks on here that wondered about the stock bottom end. Yes, in the interest of durability, we resized the rods and used ARP rod bolts, and polished the crank. Fresh hone, new GM rings and bearings, Milodon oil pump (just because we've seen a GM pump casting break in roadrace use).
For the doubters and naysayers, there is nothing trick about this engine as far as performance enhancements. The non-stock rod bolts and preparation mentioned above are durability improvements. The performance is there because of good parts and a good builder. When I say "we" did this and "we" did that, you can interpret it as me OK'ing what to do and Mike Harris (B-Body Performance) executing. Mike has quite a bit of experience with the AI topends, and even though I asked for a power peak no higher than 6400 rpm, he already knew it would pull good horsepower beyond that and I would be enticed to use it, thus the durability improvements to the shortblock. And he was right........2nd time to the track and I'm already shifting at 6900 and trapping at 7100.