HKE 468ci Chassis Dyno Results...
10-30-2010, 01:25 AM
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HKE 468ci Chassis Dyno Results... Original engine dyno thread here: https://ls1tech.com/forums/dynamomet...ing-power.html
Car: 2005 Corvette c6 Manual trans
Engine specs:
Block: ERL Superdeck 1 (Short deck)
Stroke: 4.250
Bore: 4.185
Heads: Performance Inductions 275cc Lxr Cathedral Port Heads:
2.20 Titanium intake valves/ 1.60 ss exhaust valvels
Intake: Ported (by Va Speed) Harrop itb manifold
Cam: HKE Hydraulic Cam
Lifters: Morel hydraulic
Pushrods: Manton
Rockers: Factory Ls7
Compression: 11.2:1
Wet Sump
Full exhaust: 2" headers 3" downpipe necked down to 2.5" Magnaflow c6 cat back
No air filters (custom cold air ram air plenum to come)
Fuel: 93 octane pump gas from random gas station
750rpm idle
670 rwhp SAE
632 rwtq SAE
Peaked HP @ 6000 rpm, and was still making 641rwhp at 6700 rpm when I shut it off. I can shift it at 7k+ if I wanted to. Running 25* of timing currently.
Only 4 pulls tonight. Only tuned the PE table for safe AFR. Ve table, timing, etc all left as it came from Ed when he tuned it on the engine dyno with the old cam. There is still a lot of tuning left with the new cam and from it being in a car vs. an engine dyno. The engine is still breaking in too.
Thank you to Kevin, Dan, etc @ Smalley Auto and Performance. Special thank you to Troy who came and took me from reading the HP Tuners correspondence course book while I was tuning, to helping me understand what I was reading, and showing me the math to do things right before I hurt anything! He was responsible for the 670/632 #.
And again, thank you to the best LS engine builder period (imho), though he would never say it: Erik Koenig of HK Racing Engines aka HKE.
I guess Cathedral port heads do work (of course they are based on a ls7 casting). Thank you for making them and offering them to us Cary. These are the 3rd set of Cary's heads I've had (previous ETP user), and they always perform. The Harrop works some too. I was going to buy a FAST 102 to test back to back, but I'm not going to spend the money to do that. If someone wants to send me one to test, I will put up the money for the install and take the time to tune for back to back tests.
Otherwise, we can all speculate what the hp difference would be, if any, between the 2 manifolds...
Car: 2005 Corvette c6 Manual trans
Engine specs:
Block: ERL Superdeck 1 (Short deck)
Stroke: 4.250
Bore: 4.185
Heads: Performance Inductions 275cc Lxr Cathedral Port Heads:
2.20 Titanium intake valves/ 1.60 ss exhaust valvels
Intake: Ported (by Va Speed) Harrop itb manifold
Cam: HKE Hydraulic Cam
Lifters: Morel hydraulic
Pushrods: Manton
Rockers: Factory Ls7
Compression: 11.2:1
Wet Sump
Full exhaust: 2" headers 3" downpipe necked down to 2.5" Magnaflow c6 cat back
No air filters (custom cold air ram air plenum to come)
Fuel: 93 octane pump gas from random gas station
750rpm idle
670 rwhp SAE
632 rwtq SAE
Peaked HP @ 6000 rpm, and was still making 641rwhp at 6700 rpm when I shut it off. I can shift it at 7k+ if I wanted to. Running 25* of timing currently.
Only 4 pulls tonight. Only tuned the PE table for safe AFR. Ve table, timing, etc all left as it came from Ed when he tuned it on the engine dyno with the old cam. There is still a lot of tuning left with the new cam and from it being in a car vs. an engine dyno. The engine is still breaking in too.
Thank you to Kevin, Dan, etc @ Smalley Auto and Performance. Special thank you to Troy who came and took me from reading the HP Tuners correspondence course book while I was tuning, to helping me understand what I was reading, and showing me the math to do things right before I hurt anything! He was responsible for the 670/632 #.
And again, thank you to the best LS engine builder period (imho), though he would never say it: Erik Koenig of HK Racing Engines aka HKE.
I guess Cathedral port heads do work (of course they are based on a ls7 casting). Thank you for making them and offering them to us Cary. These are the 3rd set of Cary's heads I've had (previous ETP user), and they always perform. The Harrop works some too. I was going to buy a FAST 102 to test back to back, but I'm not going to spend the money to do that. If someone wants to send me one to test, I will put up the money for the install and take the time to tune for back to back tests.
Otherwise, we can all speculate what the hp difference would be, if any, between the 2 manifolds...
Last edited by Stage7; 10-31-2010 at 09:20 AM. Reason: added dyno sheet
10-30-2010, 10:19 AM
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Thanks. Those are not my current engine HP #'s. The engine went back to HKE for a cam swap and has since been roughly tuned since it was on Va Speeds dyno. This engine makes over 760hp STD (the way engine dyno's are generally corrected) at the crank now.
150-200 shot? I have no idea nor desire for it. If I was planning for nitrous I would have given up stroke to 4.125" or less for more CH on the piston. I built this for N/A road racing/hpde, and to be a 50k mile street engine.
Erik surpassed my goals.
10-30-2010, 10:23 AM
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I'm looking forward to what you have cooking this winter. I will call you in a bit.
BTW...Erik's motor is ~1.63hp per cube on REAL 93 octane and 11.2:1 compression...lol
Last edited by Stage7; 10-30-2010 at 10:36 AM.
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10-30-2010, 01:56 PM
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10-30-2010, 02:44 PM
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Yes, I have a graph and a video.
Thanks. Those are not my current engine HP #'s. The engine went back to HKE for a cam swap and has since been roughly tuned since it was on Va Speeds dyno. This engine makes over 760hp STD (the way engine dyno's are generally corrected) at the crank now.
150-200 shot? I have no idea nor desire for it. If I was planning for nitrous I would have given up stroke to 4.125" or less for more CH on the piston. I built this for N/A road racing/hpde, and to be a 50k mile street engine.
Erik surpassed my goals.
Thanks. Those are not my current engine HP #'s. The engine went back to HKE for a cam swap and has since been roughly tuned since it was on Va Speeds dyno. This engine makes over 760hp STD (the way engine dyno's are generally corrected) at the crank now.
150-200 shot? I have no idea nor desire for it. If I was planning for nitrous I would have given up stroke to 4.125" or less for more CH on the piston. I built this for N/A road racing/hpde, and to be a 50k mile street engine.
Erik surpassed my goals.
Nice power Roberto-i would say you're making 760+ SAE at the flywheel. Looks like that cam worked out for you. This is just another testimate to Erik's ability to build great engines.
10-30-2010, 09:01 PM
#15
FormerVendor
I am surprised the Harrop does eat so much cam up like that but I guess it doesn't mind nearly as much as a manifold with a plenum that gets the dirty air in it and has to rebreathe it. Roberto says it still idles smooth and I know a FAST102 would be more rumpity rump so the Harrop and Cary's big cathedral heads do like each other at least.
10-30-2010, 10:17 PM
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If you want to send me a FAST and tb (ls2), I will do the test.
Thank you! I just got home from putting 250+ miles on it today. I spoke with Brian Tooley for about a half hour while I was driving it, and he was surprised how quiet it was. With my old 402, I couldn't hold long conversations on the phone. It was much too loud.
Thank you.
Thank you.
10-30-2010, 10:24 PM
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I received about 15 pm's last week when I posted a video of my engine idling at 750rpms with the Harrop on the corvette forum. I gave everyone Va Speed's info, so you should be getting at least a few calls on the Harrop...
Thank you!
I'll post up the video and dyno sheet in a bit. There is still a ton of tuning to be done. This was basically touching up the base tune done by Ed. Now that it's on the road, the fun begins.
