Finally got the 408 Grocery Getter Dyno results
06-08-2006, 03:58 PM
#1
Finally got the 408 Grocery Getter Dyno results Well the wait was worth it. We went from a 383 to the 408 and the 5.3 ETP heads were sent to Greg Good for a massage. That took a good while, but worth the wait as it allowed Erik with HK Enterprises time to make some improvements in the compression and camshaft selection. We got the car back from HPE a few weeks ago with the new 408 and it put down 496 rwhp 470 rwtq on the Mustang dyno. The Dyno-jet was out of service at the time.The car felt real good compared to the previous 383.
Circle D also built us an efficient triple disc lock-up converter that is more suited for our powerband, so the final dyno test on a Dyno-jet was soon to follow. We also wanted to get the tune dialed in spot on. My neighbor and friend Jeff Beck (Beck01) pretty much took over the tuning project to get the VE table perfect and the wideband tuning where he was satisfied (perfectionist
). I have to give Kudos to the guy. He spent way more time than most people would have just to make sure it was perfect. We spent the last two days tuning until 3:00am. The late hours offered better traffic conditions and temperatures for us candy butts The tools HP Tuners offers really allowed a lot of detailed tuning of the VE and WB in real world conditions and I do apprciate his help with all of this.
I had been hounded by LS1tech members/friends and hammered with PMs with people wanting to see what the car made to the rear wheels on a Dyno-jet, so once I got the thumbs up on the wot tuning from Jeff, I took G-Force up on their offer to make a few pulls on their Dyno-jet. The guys were more than helpful and friendly as always. The car put down 538 RWHP and 500RWTQ through the Rossler 4L60E,12 bolt rearend and 28" tires. I was shocked! I would have been happy with 515rwhp, but hey, who wouldn't want a little more huh?
The track runs will be the real test and I hope to have those results soon. I'll be doing a lock-up test on the top end to see what that might provide in ET gains as well. I know the converter and tranny are up for the task.
Engine details (I have nothing to hide):
408 Iron block (11.65:1 SCR) (ALL MOTOR)
ETP 5.3 heads (not the 11* heads) (Ported by Greg Good)
Custom camshaft 248/252 112+4
FAST 90mm (ported by myself)
Stock rockers
Morel lifters
NW 90mm TB
Kooks 1 7/8 headers with dual cut-outs on the y-pipe
Rossler 4L60E
Circle D triple disc lock-up "4C" 3800 stall converter
Mosier 12 bolt 3.73 gears w/28" tall tires.
I had alot of help from various people here on the board and they know who they are. LS1tech is hands down the best resource for us LS1 enthusiasts and I really appreciate having a place to turn to for information and entertainment. Thanks guys/Gals
Circle D also built us an efficient triple disc lock-up converter that is more suited for our powerband, so the final dyno test on a Dyno-jet was soon to follow. We also wanted to get the tune dialed in spot on. My neighbor and friend Jeff Beck (Beck01) pretty much took over the tuning project to get the VE table perfect and the wideband tuning where he was satisfied (perfectionist
). I have to give Kudos to the guy. He spent way more time than most people would have just to make sure it was perfect. We spent the last two days tuning until 3:00am. The late hours offered better traffic conditions and temperatures for us candy butts The tools HP Tuners offers really allowed a lot of detailed tuning of the VE and WB in real world conditions and I do apprciate his help with all of this. I had been hounded by LS1tech members/friends and hammered with PMs with people wanting to see what the car made to the rear wheels on a Dyno-jet, so once I got the thumbs up on the wot tuning from Jeff, I took G-Force up on their offer to make a few pulls on their Dyno-jet. The guys were more than helpful and friendly as always. The car put down 538 RWHP and 500RWTQ through the Rossler 4L60E,12 bolt rearend and 28" tires. I was shocked! I would have been happy with 515rwhp, but hey, who wouldn't want a little more huh?
The track runs will be the real test and I hope to have those results soon. I'll be doing a lock-up test on the top end to see what that might provide in ET gains as well. I know the converter and tranny are up for the task.
Engine details (I have nothing to hide):
408 Iron block (11.65:1 SCR) (ALL MOTOR)
ETP 5.3 heads (not the 11* heads) (Ported by Greg Good)
Custom camshaft 248/252 112+4
FAST 90mm (ported by myself)
Stock rockers
Morel lifters
NW 90mm TB
Kooks 1 7/8 headers with dual cut-outs on the y-pipe
Rossler 4L60E
Circle D triple disc lock-up "4C" 3800 stall converter
Mosier 12 bolt 3.73 gears w/28" tall tires.
I had alot of help from various people here on the board and they know who they are. LS1tech is hands down the best resource for us LS1 enthusiasts and I really appreciate having a place to turn to for information and entertainment. Thanks guys/Gals
Last edited by TXCAMSS; 06-08-2006 at 09:24 PM. Reason: fix the number details and keep peace
06-08-2006, 05:18 PM
#5
FormerVendor
I think that the cam is on a 112 LSA though and the compression should be right at 11.65 to 1 but the other info is on target James. I am glad it is back on the road! Greg Good definitely helped wake those heads up and the engine seems pretty happy with the changes. 
Also I guess you and your tuner there aren't too bad either!
Also I guess you and your tuner there aren't too bad either!
06-08-2006, 06:36 PM
#7
Holy **** James, those are outstanding numbers! Some of the best I've seen for factory-based heads through an automatic. Even humbles some of the new-fangled aftermarket heads out there. Funny, there are lots of people on this board making sub-par numbers and they're blaming it on their FAST intake manifolds. I'm very glad to see that you nailed all the aspects of your combination...not just the cylinder head choice.
Kudos to HORSEPOWER ENGINEERING / HK ENTERPRISES and Greg Good (plus you and your buddy's tuning skills). Take that sled to Memphis and make us proud at the Pump Gas Nationals! LS1Tech will be well represented with your time machine.
Kudos to HORSEPOWER ENGINEERING / HK ENTERPRISES and Greg Good (plus you and your buddy's tuning skills). Take that sled to Memphis and make us proud at the Pump Gas Nationals! LS1Tech will be well represented with your time machine.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
Last edited by Patrick G; 06-08-2006 at 09:40 PM.
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can't wait to see some track times.i assume those numbers were with the converter locked?
06-08-2006, 07:54 PM
#9
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Originally Posted by Patrick G
Holy **** James, those are outstanding numbers! Some of the best I've seen for factory-based heads through an automatic. Even humbles some of the new-fangled aftermarket heads out there. Funny, there are lots of people on this board making sub-par numbers and they're blaming it on their FAST intake manifolds. I'm very glad to see that you nailed all the aspects of your combination...not just the cylinder head choice.
Kudos to HORSEPOWER ENGINEERING / HK ENTERPRISES and Greg Good (plus you and your buddy's tuning skills). Take that sled to Memphis and make us proud at the Pump Gas Nationals! LS1Tech will be well represented with your time machine.
Kudos to HORSEPOWER ENGINEERING / HK ENTERPRISES and Greg Good (plus you and your buddy's tuning skills). Take that sled to Memphis and make us proud at the Pump Gas Nationals! LS1Tech will be well represented with your time machine.
06-08-2006, 09:19 PM
#11
There was a combined effort here. I really value the help from those that offered a helping hand whether it be hands on, tech advice or support to get us here. I consider myself a friend to all listed in the posts above.
Josh did the install and then his "extra" efforts that he does, because that's who he is. He probably knows my car as well as I do. He gives me that special peace of mind that I love and I value that.
Josh did the install and then his "extra" efforts that he does, because that's who he is. He probably knows my car as well as I do. He gives me that special peace of mind that I love and I value that.
Last edited by TXCAMSS; 06-09-2006 at 02:41 PM. Reason: reworded
06-08-2006, 11:26 PM
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Originally Posted by TXCAMSS
Be nice guys There was a combined effort here. I really value the help from those that offered a helping hand whether it be hands on, tech advice or support to get us here. I consider myself a friend to all listed in the posts above. No need for friction.
There was a combined effort here. I really value the help from those that offered a helping hand whether it be hands on, tech advice or support to get us here. I consider myself a friend to all listed in the posts above. No need for friction.Hey James...
~Thats all I got to say~That damn car is gonna haul ***!! Congrats mi amigo...
06-09-2006, 10:18 AM
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Absolutely outstanding results. Plenty of power under the curve and through an auto no less. Do you know the lift specs on the cam? Also the specs on the head as far as intake runner cc and valve size? I compared my chart to yours and you've got a solid 20whp everywhere up to 5500 and then we go just about even. The tq is what's killing me though, you've got 10-20-30wtq gains on me throughout the curve. Very impressive.
Dougie
Dougie