L92 head 427 makes 700HP n/a!
06-25-2007, 10:43 AM
#1
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L92 head 427 makes 700HP n/a! We just finished tuning a 427 LS1 motor with HTM modified heads and sheet metal intake and HTM custom hyd roller cam on the engine dyno..... it finished with a very reasonable idle for the cam that was in it (257/264-114 .664/.644") and made 701 flywheel hp, 579 tq. With a L-76 intake (modified to fit our heads) it made 660 hp, 599 tq. It should make more tq with a cam geared to the L-76 manifold's RPM range.
I do have photos of the work done to the heads and intake for those interested. I'm trying to get a graph posted, but I've never had much success doing it before.
Brian
HiTech Motorsport
I do have photos of the work done to the heads and intake for those interested. I'm trying to get a graph posted, but I've never had much success doing it before.
Brian
HiTech Motorsport
06-25-2007, 10:57 AM
#3
Solid numbers....especially from a hyd. roller although a good fit with that much displacement because it would have wanted to peak early anyway (certainly with the stock intake).
What was the static CR out of curiosity and I assume you will be posting a gragh with the overlay of both intakes?
Thanks and congrats on the results....
Tony
What was the static CR out of curiosity and I assume you will be posting a gragh with the overlay of both intakes?
Thanks and congrats on the results....
Tony
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06-25-2007, 06:47 PM
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The engine is a 4.060" bore x 4.100" stroke piece built by someone else using a 6.0 cast iron block with 6.125" rods and flat top pistons. The heads and intake were already on the engine when it came in and due to time constraints I don't know how much they were milled but they were unported. We filled the intake runners and fully ported them along with filling and completely reshaping the runners and plenum in the fabricated intake. We then dyno'd the engine with the existing cam (248/258-114, .630/.630) and picked up MAJOR amounts of torque while making 5-10 more HP. Then we had our own cam ground and produced the listed results.
I believe the compression ratio is about 12:1 - my compression tests showed 210 PSI cranking, which is borderline for pump gas around here, but I tested it on Power 110 race fuel since the engine has no knock sensors.
I am new to posting images but I have my web guy putting up graphs on our web site and will make a post directing to them.... should be up sometime Tues. the 26th.
Becausing the block was a 6.0 iron instead of an LS2, it has no bay to bay windows in the main webs or passages above the pan rail which I believe would be worth even more power since the engine is so big and has only a stock F-car oil pan on it.
Headers used were our dyno units with 1 3/4"- 1 7/8" primaries to 3 1/2" collectors.
I believe the compression ratio is about 12:1 - my compression tests showed 210 PSI cranking, which is borderline for pump gas around here, but I tested it on Power 110 race fuel since the engine has no knock sensors.
I am new to posting images but I have my web guy putting up graphs on our web site and will make a post directing to them.... should be up sometime Tues. the 26th.
Becausing the block was a 6.0 iron instead of an LS2, it has no bay to bay windows in the main webs or passages above the pan rail which I believe would be worth even more power since the engine is so big and has only a stock F-car oil pan on it.
Headers used were our dyno units with 1 3/4"- 1 7/8" primaries to 3 1/2" collectors.
06-25-2007, 09:48 PM
#13
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Originally Posted by HTMtrSprt
The engine is a 4.060" bore x 4.100" stroke piece built by someone else using a 6.0 cast iron block with 6.125" rods and flat top pistons. The heads and intake were already on the engine when it came in and due to time constraints I don't know how much they were milled but they were unported. We filled the intake runners and fully ported them along with filling and completely reshaping the runners and plenum in the fabricated intake. We then dyno'd the engine with the existing cam (248/258-114, .630/.630) and picked up MAJOR amounts of torque while making 5-10 more HP. Then we had our own cam ground and produced the listed results.
I believe the compression ratio is about 12:1 - my compression tests showed 210 PSI cranking, which is borderline for pump gas around here, but I tested it on Power 110 race fuel since the engine has no knock sensors.
I am new to posting images but I have my web guy putting up graphs on our web site and will make a post directing to them.... should be up sometime Tues. the 26th.
Becausing the block was a 6.0 iron instead of an LS2, it has no bay to bay windows in the main webs or passages above the pan rail which I believe would be worth even more power since the engine is so big and has only a stock F-car oil pan on it.
Headers used were our dyno units with 1 3/4"- 1 7/8" primaries to 3 1/2" collectors.
I believe the compression ratio is about 12:1 - my compression tests showed 210 PSI cranking, which is borderline for pump gas around here, but I tested it on Power 110 race fuel since the engine has no knock sensors.
I am new to posting images but I have my web guy putting up graphs on our web site and will make a post directing to them.... should be up sometime Tues. the 26th.
Becausing the block was a 6.0 iron instead of an LS2, it has no bay to bay windows in the main webs or passages above the pan rail which I believe would be worth even more power since the engine is so big and has only a stock F-car oil pan on it.
Headers used were our dyno units with 1 3/4"- 1 7/8" primaries to 3 1/2" collectors.
06-26-2007, 06:13 AM
#15
Originally Posted by HTMtrSprt
The engine is a 4.060" bore x 4.100" stroke piece built by someone else using a 6.0 cast iron block with 6.125" rods and flat top pistons. The heads and intake were already on the engine when it came in and due to time constraints I don't know how much they were milled but they were unported. We filled the intake runners and fully ported them along with filling and completely reshaping the runners and plenum in the fabricated intake. We then dyno'd the engine with the existing cam (248/258-114, .630/.630) and picked up MAJOR amounts of torque while making 5-10 more HP. Then we had our own cam ground and produced the listed results.
I believe the compression ratio is about 12:1 - my compression tests showed 210 PSI cranking, which is borderline for pump gas around here, but I tested it on Power 110 race fuel since the engine has no knock sensors.
I am new to posting images but I have my web guy putting up graphs on our web site and will make a post directing to them.... should be up sometime Tues. the 26th.
Becausing the block was a 6.0 iron instead of an LS2, it has no bay to bay windows in the main webs or passages above the pan rail which I believe would be worth even more power since the engine is so big and has only a stock F-car oil pan on it.
Headers used were our dyno units with 1 3/4"- 1 7/8" primaries to 3 1/2" collectors.
I believe the compression ratio is about 12:1 - my compression tests showed 210 PSI cranking, which is borderline for pump gas around here, but I tested it on Power 110 race fuel since the engine has no knock sensors.
I am new to posting images but I have my web guy putting up graphs on our web site and will make a post directing to them.... should be up sometime Tues. the 26th.
Becausing the block was a 6.0 iron instead of an LS2, it has no bay to bay windows in the main webs or passages above the pan rail which I believe would be worth even more power since the engine is so big and has only a stock F-car oil pan on it.
Headers used were our dyno units with 1 3/4"- 1 7/8" primaries to 3 1/2" collectors.
D.J.
06-26-2007, 06:32 AM
#16
Brian,
I think I know where the motor came from. Did the pulls happen with the sheetmetal intake that it came with?? Or did you make a new one??
I believe that engine was put together with the intention of running e-85.
DISCLAIMER: IF this is not the engine from another shop that I am thinking of, please disregard all comments.
I think I know where the motor came from. Did the pulls happen with the sheetmetal intake that it came with?? Or did you make a new one??
I believe that engine was put together with the intention of running e-85.
DISCLAIMER: IF this is not the engine from another shop that I am thinking of, please disregard all comments.
06-26-2007, 08:41 AM
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The engine used the intake that was on it, after I cut it apart and modified it. We also modified an L-76 intake for the test. I would like to see what an LS-7 intake would do on this motor as well.
The engine made peak power with the sheet metal intake at 6900 RPM with peak torque at 5300 RPM. With the L-76 intake, peaks occured at 6300 and 4900 RPM respectively.
Brian
HiTech Motorsport
The engine made peak power with the sheet metal intake at 6900 RPM with peak torque at 5300 RPM. With the L-76 intake, peaks occured at 6300 and 4900 RPM respectively.
Brian
HiTech Motorsport
06-26-2007, 08:41 AM
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First a huge thanx to Brian and Bart at High Tech. This would not have happen if it was not for you guys, so willing to do R&D and not giving up like alot of shops would.. I have been trying for 2 years with ls1 base heads and now l92 heads with another shop and we failed and spent alot of time and money trying. I have know Brian for almost 10 years and he is never happy and always thinks there is more power. That is what I needed to make this awesome H.P. number. The heads and intake are done by hand By Brian. Lets just say it's about VELOCITY and not Huge flow numbers.. I know they are thinking about selling the L76 and L92 package at a very good price. We are talking about 661 hp and around 610-620 TQ. with a different cam. Thanx again Bart and Brian we finally did it 700hp. Stock valve train and stock oil system with a hyd. cam.
