Phil99vette

iTrader: (11)

If you have a car that makes more than 440rwhp please post your cylinder head flow data, cam selection, and compression ratio. Thanks in advance.
Phillip

ne14a6t9

Phill, this can be a great post to see what is required to make 440+ rwhp, I wish some people would reply, there has to be guys out there ,maybe they just need time to get all there data so ttt for ya

Jason99T/A

iTrader: (21)

Flow data: GTP stage 2 truck heads (setup for solid roller)
Cam selection: Thunder 240/236 .592/.592 111lsa installed at 111 IC, solid roller.
Compression ratio: 11.5:1

Dyno #s: 460rwhp/418rwtq

Track times: 10.59@128.62

xp3nd4bl3

447rwhp/409rwtq

cam: 230/236 598/.598 111
heads: 342:237 @ .600" lift

6.0L heads ported by Race-Prep 10.9:1, 91 octane, car had Mac headers, LS6 intake ported stock TB and MAF. Probably woulda done more with some long tubes, cutouts, and a pulley.

Cam is for sale for cheap, BTW.

Smoke_ur_5.0

iTrader: (2)

RMS 5.7 heads
234/242 cam (not for the faint at heart cam)

463rwhp/418rwtq

Phil99vette

iTrader: (11)

MicahJam,
Hey can you post some more of your flow bench data on your heads.
Phillip

Phil99vette

iTrader: (11)

Smoke_Ur-5.0,
Any flow data?
Phillip

VINCE

iTrader: (1)

I still think it is more so the heads than the cam itself.. The people that have posted their #'s above have much stock in telling the truth. I would be careful when some others chime in. My cam is a 232/236 lsa 114 +4. I only dyno'd 421rwhp/390rwtq, but my heads are no where as worked as my comrades. Plus, I do not have the optimal exhaust setup or the tuning they have. 290cfm at .600 is all I have. Stock valves as well. Add some more work and 2.02 Intake valves and bump the compression up to 11.5:1 could yield an easy 440 plus to the wheels. Throw on some long tubes and ls1edit who knows.. Phil you mainly have to match the cam to the heads which you know. Thunder Racing and others have shown you do not need a big cam to get to 440rwhp. The TR224 has done it twice already.. Its getting to the point where it seems people are crutching the heads with HUGE cams. I kind of miss my T1 cam. The tq came on so quick in my old 3.42's that people thought I had 4.10's. With a big cam you have to crutch it with gears to get to 4krpm as fast as possible b4 the car would wake up.. Sorry for getting off track.. I just woke up.

GS WS6

MMT S2 Heads (2.055/1.60)
MMT M2 Camshaft 228/234 .607/.598 110
G-Hann Longtubes 3" Y-pipe and 4" Mufflex
12-bolt w/ 4.56's

Heads flow @ .600 308/218

Dyno: 457/416

Track @ 3400 lbs 10.86 @ 125.94

You can buy this exact heads/cam setup installed with LS1 edit tuning for $4400 plus tax

Matt G

VINCE

iTrader: (1)

Nice package..

JS

iTrader: (4)

GSWS6 what was the DA on this 10.86 run?

Reason I ask is in -240 DA's at a 3550lb race weight I run pretty consistant 11.30@120 and I made 430RWH/395RWT and I need someone to compare my setup to bro,so seeing what DA's u ran would help me.

U have me by 150lbs so that an easy tenth and u got me by 27RWH/20RWT too which should be good for another tenth too but I still need to see what DA's u ran in pal to get somekind of idea about my car..

Any help...

GS WS6

JS,

Keep in mind that my car is a M6 so that is going to skew the dyno numbers when comparing our two combinations.

The DA on that pass was +500, but I ran this time at The Clash of The Titans in March at River City Raceway in San Antonio. So obviously the track was hooking like mad

I made 3 passes that day 10.91, 10.91, and the 10.86 all runs were between 125-126 MPH.....

Matt G

algws6

iTrader: (3)

GS, was that through a muffler? if so what kind?

GS WS6

Algws6,

The dyno was through 3 mufflers actually. I have 2 3" bullet mufflers in the Y-pipe, and then through the 4" mufflex.

I ran the times at the track with just the bullet mufflers and no catback.

Matt G

93Polo

iTrader: (5)

How bad is the M2 cam on springs? Good #s The 110LSA must sound Do you have a dyno sheet?

GS WS6

93Polo,

We run only ISKY 295D's with the M2 Camshaft. We have installed MANY of these camshafts with these springs and have had a 0% failure rate. I drive my car 80 miles round trip to work everyday.

Like any big camshaft it is tough on valve springs, but we have pulled these valve springs back off of a few different cars to retest the seat pressure and have seen no ill effects from the large lift of the camshaft.

Yes the car does sound mean

Matt G

verbs

Mods in the sig! I have not dynoed with the YT rockers on yet. TEA 5.3L heads milled .010 with dished exhaust valves...yielding a 10.8:1 compression ratio.

Head flow (exhaust through a stack pipe):

.100 72.2 55.0
.200 141.6 105.2
.300 205.6 151.5
.400 254.6 193.4
.500 290.1 231.0
.550 300.4 247.2
.600 306.2 260.4

Cam Specs: 230.8/224.3 .576/.563 110.8 LSA


I wonder if my heads are stalling like some of the others with the TEA heads?? Something I may test out in the near future.

CamM

Dyno: 447/415 through the true duals.

LG Motorsports G5X-2 package consisting of:
Absolute Speed S2 5.3L heads (2.02/1.57 valves) 11.2:1 compression
G5X-2 Cam (232/240 .595/.609 112LSA)

Heads flowed:
304/230 @.600 lift

11.76@119.89 1.75 60ft DA=3500 3650 raceweight

99 Black Bird T/A

iTrader: (4)

Verbs, I talked with Brian several times and was told my heads were exactly the same as your except as follows: Your TEA's have the dished exhaust valve with flows better and drops the compression like ~.1 of a point due to the dish. My TEA's were milled a little more so with my heads the compression was 11 to 1. My heads stalled as follows:
Stalled at .500 with LS6 intake in place flowing 250 cfm and
Stalled at .570 stalled with no intake.

I know the hand blending is a variable. If you do test your heads, I would really like to know the results if you don't mind.

Phil99vette, I think this is a great thread, about the specifics it takes to consistantly get the magic 440+rwhp

verbs

If that's the case maybe I should get them tested

I just find it hard to believe my car is making 440rwhp with the heads stalling at .500

I'll give Brian a call and see whats up