H/C installed/tuned 421.2rwhp/387.5rwtq
10-26-2003, 11:40 AM
#1
H/C installed/tuned 421.2rwhp/387.5rwtq I picked up my car from Rapid Motorsports on Thursday after Mikey installed and tuned my Heads/Cam. The car dynoed 421.2/387.5, which was a little lower than I had expected, but after talking to Mikey, I'm happy with the numbers. The build-up consisted of the following:
MTI Stage II LS6 heads, milled .030
Comp 226/230 .600/.601 110 + 4 (pistons flycut .050, installed at 111 ICL)
Yella Terra 1.7 rockers
MTI pushrods
Crane lifters
Delphi 36lb injectors
ASP pulley
ARP studs
NGK TR-55 plugs
Mikey tuning!
The car has all the bolt-ons. The car was dynoed as driven on the street through the cats and exhaust. If you look at the graphs below, the car takes a nose dive at about 6500 rpm. Mikey thinks that this choke is from the cats. He suggests that I lose the cats and the SLP LTs and go with Kooks headers. He thinks it's capable of the 440rwhp range with some changes. The car runs strong and smooth. My "butt-o-meter" definitely detects a major improvement! The sound of the idle itself was worth the investment.
Anyway, here are the dyno sheet and A/F sheet:
MTI Stage II LS6 heads, milled .030
Comp 226/230 .600/.601 110 + 4 (pistons flycut .050, installed at 111 ICL)
Yella Terra 1.7 rockers
MTI pushrods
Crane lifters
Delphi 36lb injectors
ASP pulley
ARP studs
NGK TR-55 plugs
Mikey tuning!
The car has all the bolt-ons. The car was dynoed as driven on the street through the cats and exhaust. If you look at the graphs below, the car takes a nose dive at about 6500 rpm. Mikey thinks that this choke is from the cats. He suggests that I lose the cats and the SLP LTs and go with Kooks headers. He thinks it's capable of the 440rwhp range with some changes. The car runs strong and smooth. My "butt-o-meter" definitely detects a major improvement! The sound of the idle itself was worth the investment.
Anyway, here are the dyno sheet and A/F sheet:
10-26-2003, 12:04 PM
#2
I think the torque curve looks very nice. It peaks at ~5200
What kind of rear? M6 or A4
I think Mikey is right about the SLP LT's. I saw a graph from the same car, once when it had MAC's again with SLP's. The MAC's were better over 5000rpm ~10rwhp and the SLP's better under 5000rpm. This was on a bolt on car. I bet the gain would be more dramatic with heads and cam.
I think the Kooks would be very nice.
What kind of rear? M6 or A4
I think Mikey is right about the SLP LT's. I saw a graph from the same car, once when it had MAC's again with SLP's. The MAC's were better over 5000rpm ~10rwhp and the SLP's better under 5000rpm. This was on a bolt on car. I bet the gain would be more dramatic with heads and cam.
I think the Kooks would be very nice.
10-26-2003, 03:30 PM
#7
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Originally Posted by mikey
It looks exactly like valve float but those heads had MTI double springs so it's unlikely. Try the exhaust and see what happens. Thanks again Chris.
Mikey
Mikey
Only one way to find out though!
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10-26-2003, 04:50 PM
#8
Thanks all! I was in a bit of a hurry when I posted this earlier, so I omitted some information. The car is a 2001 SS M6 with stock 10bolt/3.42s. The bolt-ons consist of SLP CAI, LID, MAF, Bellows, Holley filter, Bauer ported TB, SLP LTs w/cats, GMMG. I gonna change to the Kooks w/o cats sometime during the winter layover and I'll be anxiously awaiting the results of the upcoming LSX intake!
10-27-2003, 08:37 AM
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Originally Posted by Damian
I know this doesn't matter, but something is a little backwards here...
You said the cam is a 110 LSA +4 degrees of advance, which would put it on a 106 ICL. But it was installed at a 111 ICL? So they retarded the cam 5 degrees?
You said the cam is a 110 LSA +4 degrees of advance, which would put it on a 106 ICL. But it was installed at a 111 ICL? So they retarded the cam 5 degrees?
10-27-2003, 11:34 AM
#15
Mikey said that he installed the cam at 111 ICL because the car would have peaked very early (like ~5200) at 106. If Mikey is watching, maybe he can chime in with a better explanation...I'm still learning this valve event stuff.
As for the clutch slipping...hmmm, I never thought of that one...
As for the clutch slipping...hmmm, I never thought of that one...
Last edited by LawmanSS; 10-27-2003 at 11:38 AM.
10-27-2003, 12:04 PM
#16
Mikey said that he installed the cam at 111 ICL because the car would have peaked very early (like ~5200) at 106. If Mikey is watching, maybe he can chime in with a better explanation...I'm still learning this valve event stuff.
I do not think that's clutch slippage. That power just drops and keeps dropping. If your clutch was slipping, the curve would shoot down and then back up again. I'd definately recommend a better exhaust system and then redyno. 450 rwhp is a little optimistic IMO considering your current #'s, but you definately have potential for the 435 rwhp range. Good luck!
josh
10-27-2003, 03:51 PM
#17
I used MM&S out of Tucson, AZ, to spec the cam. They took my head flow data, etc., and specced out what was considered to be the optimum cam for my setup. Well, needless to say, they apparently have little experience with LS1s. They also guaranteed me no P-V issues, but I had to flycut .050. I guess I'll take this all as a lesson learned for next time...
Last edited by LawmanSS; 10-27-2003 at 07:06 PM.
10-27-2003, 04:29 PM
#18
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As far as cam timing, it has been my experience (proven) that too much advance gives up too much top end power. I set this cam up to where I thought best. I wanted to see a peak hp number in the 6400 rpm range. I personally would not have spec'ed this cam but I got it to work well either way.