LLsr heads & cam stk blk e85 ls3 build... Update Dyno#s 560.5 W hp and 575.3 W Torque
11-26-2015, 06:31 PM
#22
Been working on new project thinking on starting a build thread but too much going on, looks it will dyno in about two weeks so maybe is time.
Car 2011 corvette grand sport torch red / bk int 20,300 present miles.
Heat extractors in stock hood 345 30 19 NTO5R street tires car weight about 3,240 lbs. plus 200 lbs. driver.
Trannie stock A6 paddle shift 3,400 stall Yank LS power adder series converter, B&M super cooler p# 70274.
Stock block, crank, rods, pistons & stock cubes.
Bottom end upgrades.
Patrick G. spec low lash solid roller cam grinded by Danny Griffin.
ARP rod bolts, King bearings, Melling oil pump p#10355 Innovators West harmonic damper.
pistons fly cut .125 valve relieves ptv clearance .057 intake .075 exhaust.
Two 1/4 x 2 1/4 15 lbs. lift in oil pan magnets oil filter and drain plug magnets.
Power Master starter p# 9509
Camster engine evac with modified oil pan.
Top end...
Trick Flow Gen-X 255 ls3 heads 45 cc chambers.
Cometic .045 compressed head gaskets.
T&D 1.8 alum lightened rockers.
Manton 3/8 push rods x 8.100 long .092 wall with .030 oil restrictors.
Modified Holley valve covers for rockers and evac system.
Ls3 ported intake.
Ported ls3 t body.
Vararam ported cold air intake.
Exhaust.
ARH 1 7/8 by 3" collectors and x pipe exhaust.
Corsa sport axel back.
N-A build -no adders.
Cam specs @ .050 .240 / 244 .667 / 667 lift plus 3 /19.2 degrees overlap.
7,100 rpm shift points 7.5 red line.
Compression north of thirteen and a halve.
Tune by David Llerena at kustom tuning
460 gph Walbro in tank E85 fuel pump
Looking for 10.5 street car.
Car 2011 corvette grand sport torch red / bk int 20,300 present miles.
Heat extractors in stock hood 345 30 19 NTO5R street tires car weight about 3,240 lbs. plus 200 lbs. driver.
Trannie stock A6 paddle shift 3,400 stall Yank LS power adder series converter, B&M super cooler p# 70274.
Stock block, crank, rods, pistons & stock cubes.
Bottom end upgrades.
Patrick G. spec low lash solid roller cam grinded by Danny Griffin.
ARP rod bolts, King bearings, Melling oil pump p#10355 Innovators West harmonic damper.
pistons fly cut .125 valve relieves ptv clearance .057 intake .075 exhaust.
Two 1/4 x 2 1/4 15 lbs. lift in oil pan magnets oil filter and drain plug magnets.
Power Master starter p# 9509
Camster engine evac with modified oil pan.
Top end...
Trick Flow Gen-X 255 ls3 heads 45 cc chambers.
Cometic .045 compressed head gaskets.
T&D 1.8 alum lightened rockers.
Manton 3/8 push rods x 8.100 long .092 wall with .030 oil restrictors.
Modified Holley valve covers for rockers and evac system.
Ls3 ported intake.
Ported ls3 t body.
Vararam ported cold air intake.
Exhaust.
ARH 1 7/8 by 3" collectors and x pipe exhaust.
Corsa sport axel back.
N-A build -no adders.
Cam specs @ .050 .240 / 244 .667 / 667 lift plus 3 /19.2 degrees overlap.
7,100 rpm shift points 7.5 red line.
Compression north of thirteen and a halve.
Tune by David Llerena at kustom tuning
460 gph Walbro in tank E85 fuel pump
Looking for 10.5 street car.
You should run that with four flat tires.My friend has a GS and at full weight (he is 280) he has run a best of 10.89@ 125 with 460 rwhp. His car is an automatic also and I believe he has a yank 3400 also. Stock heads and a stock intake ported by Rick crawford.
11-26-2015, 06:38 PM
#24
Because if the torque is wrong, the horsepower is wrong too. I have no doubts you could make 560, or even 600 out of a stock inch setup. But you arent doing it at 6300 rpm. The auto isnt doing it any favors, I could a the torque spike if it was unlocked converter (but it doesnt look like a converter flash) - but then there's no way in hell it's make that number up top. It just doesn't add up.
11-27-2015, 12:11 AM
#26
11-27-2015, 05:29 PM
#29
LLSR and LS3 heads seem to shine together.
11-29-2015, 10:08 PM
#33
11-30-2015, 02:29 AM
#34
Little beast 707 / 403 stout numbers for sure.
Now consider this, the chassis dyno at which I dyno my car computes crankshaft tq and hp and the (stock block) crank 376 numbers are;
692.5 tq and 659.6 hp to the crank now lest compare the numbers of the 403 with the little (stock block) 376 ci;
707 div x 403= 1.754 hp x ci assuming 580 tq div x 403=1.439
Here's the little stock bk 376
659.6 div x 376=1.754 hp x ci and 692.5 div x 376= 1.841
The little stock block engine with less than optimum intake manifold and throttle body matched the hp per ci of the 403 to the teeth and darn sure beat it's torq.
Whether on chassis dyno ac belt alternator water pump pulleys and tensioner put the ls3 at a disadvantage is irrelevant in fact we are not even in the same category and yet the stock bk ls3 matched the hp per ci to the teeth and darn sure did better on the tq per ci 1.439 to the ls3 1.841.
What's interesting the 403 in a car with same weight and all else been equal may have met it's match what's more the ball maybe in my park.
This is very significant I like these numbers, watch this...
707 + 580= 1,287
659 + 692= 1,351
I just love working on my car with the Holly Spirit Who shares his wisdom with me.
Kindly, David.
Now consider this, the chassis dyno at which I dyno my car computes crankshaft tq and hp and the (stock block) crank 376 numbers are;
692.5 tq and 659.6 hp to the crank now lest compare the numbers of the 403 with the little (stock block) 376 ci;
707 div x 403= 1.754 hp x ci assuming 580 tq div x 403=1.439
Here's the little stock bk 376
659.6 div x 376=1.754 hp x ci and 692.5 div x 376= 1.841
The little stock block engine with less than optimum intake manifold and throttle body matched the hp per ci of the 403 to the teeth and darn sure beat it's torq.
Whether on chassis dyno ac belt alternator water pump pulleys and tensioner put the ls3 at a disadvantage is irrelevant in fact we are not even in the same category and yet the stock bk ls3 matched the hp per ci to the teeth and darn sure did better on the tq per ci 1.439 to the ls3 1.841.
What's interesting the 403 in a car with same weight and all else been equal may have met it's match what's more the ball maybe in my park.
This is very significant I like these numbers, watch this...
707 + 580= 1,287
659 + 692= 1,351
I just love working on my car with the Holly Spirit Who shares his wisdom with me.
Kindly, David.
11-30-2015, 09:18 AM
#36
I am the tuner. I dont understand the skepticism. Here is the dyno graph pulled off the dyno computer. The reason for the toque spike is the converter. If I lock it from the bottom it makes less torque, obviously. If you dont know how a converter works or atleast a good one, I can understand your lack on understanding on the subject.
What the average car guy does not understand is combinations. If all parts work in harmony you'll have a great running motor and it'll make power. If not you'll get average numbers. Camster knows what hes doing. Thats why you see what you now see in front of you. He didnt search the forums and buy parts and hope for the best. Everything done to this car is calculated.
Here is an old build of his. 440 CI N/A. Compression is much less than his LS3. The converter on this run was locked from the bottom. Oh and the car maybe made more power after some subtle changes made later.
So rest assured that what you see is real. Appreciate knowledge and the fact the he shared every detail about it....
Last edited by xBoostx; 11-30-2015 at 09:25 AM.
11-30-2015, 09:24 AM
#37
The only thing not normal on this graph from the usual graph is the way Matt @ Monster Motorsports has his layout. You dont see a 5200rpm crossover cause the scaling of the torque is not even with the horsepower.
11-30-2015, 10:29 AM
#39
He posted the just the peak numbers and you posted what looks like a cell phone pic of half of a Dyno graph. I think most of us recognized the false peak torque numbers posted by CAMSTER, but the first person to speak up is called a thief...or was it a turducken? I dunno, anyways meanwhile CAMSTER says...
So what now? How about posting the graph with the locked converter?
Also, I have to ask you to change your sig pic as well. Having your web address in it is against our Non-Sponsor Soliciting Policy.
Last edited by KCS; 11-30-2015 at 10:55 AM.