Need help with Texas speed package!
12-26-2006, 09:25 PM
#1
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Need help with Texas speed package! ok, i have finally found what i want...
97' corvette
-ms4 on a 110 lsa with their spring kit and push rods-
-ls2 timing chain
-tsp headers with x pipe
-loud mouth w/no cats
-tsp tune
-gasket kit
-ram clutch. master cylinder and slave
-o2 sims (do i need these if im getting it tuned???)( i have obdII here
)
car already has
-ls6 intake
-pulleys
-oil pump
do i need to know anything else???
my goal is to have a nasty street car that is driven 2 nights per week.
97' corvette
-ms4 on a 110 lsa with their spring kit and push rods-
-ls2 timing chain
-tsp headers with x pipe
-loud mouth w/no cats
-tsp tune
-gasket kit
-ram clutch. master cylinder and slave
-o2 sims (do i need these if im getting it tuned???)( i have obdII here
)car already has
-ls6 intake
-pulleys
-oil pump
do i need to know anything else???
my goal is to have a nasty street car that is driven 2 nights per week.
12-26-2006, 10:43 PM
#3
i agree get there heads too. just get one of there H/C packages good invesment.
heads will really help in your goal. also you prolly gonna need GEARS and if its an auto a STALL
heads will really help in your goal. also you prolly gonna need GEARS and if its an auto a STALL
12-27-2006, 08:24 AM
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Originally Posted by 03 BUSA
As far as the 02 sims go, if you are getting a tune, you can just have them turned off by TSP. Everything else looks good, I would just look at a set of heads. TSP is the right company to go with, good luck with everything.
i had a friend have his car done and they blocked the 02 sensors and it would not pass obdII, have yall heard of this??
car is manual-
and have you ever heard of the ram clutch? i have only used spec in the past
mike
12-27-2006, 09:48 PM
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Originally Posted by Jefro6996
I would call TSP and make sure that cam fits on a 110. I think it should since you have stock heads, but I would make sure.
mike
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12-29-2006, 10:39 PM
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They are both very close. The 111 will push the peak RPM up a hair and have a hair lower DCR.
Really, for a car with a stock shortblock, I think this is less than an ideal choice. The DCR is quite low. I get 7.84:1 with my version of the DCR spreadsheet. Assuming a 4 degree cam advance, the .050 IVC is at 45.5 degrees. That's going to put ideal shift point up around 7000 rpm. I would at least get heads with smaller chambers to pull up the compression. But then you may get into PtoV clearance issues and have to flycut.
Unless this is purely a track car, I'd go a couple notches smaller.
Really, for a car with a stock shortblock, I think this is less than an ideal choice. The DCR is quite low. I get 7.84:1 with my version of the DCR spreadsheet. Assuming a 4 degree cam advance, the .050 IVC is at 45.5 degrees. That's going to put ideal shift point up around 7000 rpm. I would at least get heads with smaller chambers to pull up the compression. But then you may get into PtoV clearance issues and have to flycut.
Unless this is purely a track car, I'd go a couple notches smaller.
12-30-2006, 08:30 AM
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Originally Posted by Gannet
But then you may get into PtoV clearance issues and have to flycut.
peace
12-30-2006, 09:11 AM
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Originally Posted by Gannet
They are both very close. The 111 will push the peak RPM up a hair and have a hair lower DCR.
Really, for a car with a stock shortblock, I think this is less than an ideal choice. The DCR is quite low. I get 7.84:1 with my version of the DCR spreadsheet. Assuming a 4 degree cam advance, the .050 IVC is at 45.5 degrees. That's going to put ideal shift point up around 7000 rpm. I would at least get heads with smaller chambers to pull up the compression. But then you may get into PtoV clearance issues and have to flycut.
Unless this is purely a track car, I'd go a couple notches smaller.
Really, for a car with a stock shortblock, I think this is less than an ideal choice. The DCR is quite low. I get 7.84:1 with my version of the DCR spreadsheet. Assuming a 4 degree cam advance, the .050 IVC is at 45.5 degrees. That's going to put ideal shift point up around 7000 rpm. I would at least get heads with smaller chambers to pull up the compression. But then you may get into PtoV clearance issues and have to flycut.
Unless this is purely a track car, I'd go a couple notches smaller.
MS4 is 111+1 From what I read from TSP
IVO 9.5 .. IVC 49.5
EVO 53.0.. EVC 9.0
So cam only LS1 it has 7.5:1 DCR .055 gasket / 67cc
and cam only LS6 it has 7.8:1 DCR .055 gasket / 64cc
If a .040 thickness headgasket clears with out valve notches the numbers will be better.
If you want badass horspower/torque #'s you'll need to get the DCR in the 8.5-8.8 range . Which will take the static compression to the 11.5:1-12.0:1 range for this particular camshaft .
It needs small chambers to fully appreciate which will require piston notching . Well worth the power gain though .
See what I mean here .. https://ls1tech.com/forums/dynamometer-results-comparisons/539900-480rwhp-magic-stick-4-camshaft-prc-stage-2-5-ls6-fast-90-resullts.html
The compression makes a difference people. What would you run 440rwhp not having to flycut, stock range combustion chamber, not optimal compression , it bolts right together or 480+rwhp , pistons flycutt ,Heads milled , compression optimal , more work but No pain No gain. Do it once and do it right . Wheres my angle drill goshdarnit
