Re-worked my 382 FRC. Dyno numbers inside
09-04-2004, 02:57 PM
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Re-worked my 382 FRC. Dyno numbers inside As most of you know, I've had a 382 in my 99 FRC for about a year now. The motor has always had a little too much compression for my liking. I've had problems with detonation at higher RPM's. The car only ran a best MPH of 120. The setup is a Lunati 382 Stroker Kit, Stage 2 LS1 Heads, MTI X1 Cam, a nice assortment of bolt-on's, and an MTI tune. The first time I took the car to Jayson the car made 454RWHP and 438RWTQ. About two weeks later is when the detonation started. Ever since then I've been putting octane booster in the car. Eventually I had the car re-tuned and pulled out 7 degrees of timing. I went from 27 degrees to 20. That cured my detonation problem, but the car definately lost a lot of power. But it's what I had to do because my static compression ratio was about 12.2:1.
Earlier this week I had a chance to put the car on my dyno to see what power it was making now. The first pull showed a big loss in power. The worst part was that at the end of the dyno run coolant started puking out of my overflow tank. I knew the headgaskets were gone. I pulled the heads off to find out that the headgasket was blown the entire way around the motor. It was on both sides. The best part was that both of the heads were totally lifted. The weight of my breaker bar was enough to get my head bolts off.
Upon further inspection of the head I realized that whoever ported these heads made a huge mistake. The spark plug was sticking into the combustion chamber by about 4 threads, which is probably the main cause of my detonation problems.
Long story short, I called up Pecos and Bryan at Late Model Engineering and had Bryan do up a set of Stage 2 6.0L heads for me. The flow numbers were as follows:
Lift: .100 .200 .300 .400 .500 .600
Intake: 65 139 202 266 296 314 327
Exhaust:47 110 162 193 214 217 219
These heads also featured a more compression friendly combustion chamber volume. The static compression ratio is now around 11:1.
We bolted these heads down and I fired up my labtop to adjust the timing. I ended up adding 7 degrees of timing for a total of 27 degrees. We then strapped the car down to the dyno and the final numbers were 454RWHP and 441RWTQ. The baseline numbers before I added the timing were 425RWHP and 403RWTQ. That's an increase of 29RWHP and 38RWTQ just from the 7 degrees of timing. I've also lost a full compression point. Not bad if I do say so myself.
Before Dyno:
After Dyno:
I think I did a pretty good job tuning it if I do say so myself.
Earlier this week I had a chance to put the car on my dyno to see what power it was making now. The first pull showed a big loss in power. The worst part was that at the end of the dyno run coolant started puking out of my overflow tank. I knew the headgaskets were gone. I pulled the heads off to find out that the headgasket was blown the entire way around the motor. It was on both sides. The best part was that both of the heads were totally lifted. The weight of my breaker bar was enough to get my head bolts off.
Upon further inspection of the head I realized that whoever ported these heads made a huge mistake. The spark plug was sticking into the combustion chamber by about 4 threads, which is probably the main cause of my detonation problems.
Long story short, I called up Pecos and Bryan at Late Model Engineering and had Bryan do up a set of Stage 2 6.0L heads for me. The flow numbers were as follows:
Lift: .100 .200 .300 .400 .500 .600
Intake: 65 139 202 266 296 314 327
Exhaust:47 110 162 193 214 217 219
These heads also featured a more compression friendly combustion chamber volume. The static compression ratio is now around 11:1.
We bolted these heads down and I fired up my labtop to adjust the timing. I ended up adding 7 degrees of timing for a total of 27 degrees. We then strapped the car down to the dyno and the final numbers were 454RWHP and 441RWTQ. The baseline numbers before I added the timing were 425RWHP and 403RWTQ. That's an increase of 29RWHP and 38RWTQ just from the 7 degrees of timing. I've also lost a full compression point. Not bad if I do say so myself.
Before Dyno:
After Dyno:
I think I did a pretty good job tuning it if I do say so myself.
09-04-2004, 06:41 PM
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Originally Posted by cyphur_traq
I say get more cam....strokers are meant to have wicked cams...I mean c'mon, they're strokers. 