Soild Roller Lsx down on power
Originally Posted by Patrick G
The first thing I thought of when I saw 150 psi was an excessively late intake valve closing point. You have not disclosed the LSA of your cam and the ICL is unknown. If I were to guess based on your dyno graph, I would also say that your converter shows no signs of coupling up. Even without a lockup clutch, you turbine should approach a point of efficiency that it is very close in speed to the pump. When this happens, your torque curve on a chassis dyno will look very much like a torque curve from an engine dyno. You might need to invest in a better matched converter too.
Originally Posted by Patrick G
If I were to guess based on your dyno graph, I would also say that your converter shows no signs of coupling up. Even without a lockup clutch, you turbine should approach a point of efficiency that it is very close in speed to the pump. When this happens, your torque curve on a chassis dyno will look very much like a torque curve from an engine dyno. You might need to invest in a better matched converter too.
Runnin a 1600 HP top sportsman car, using a racepak data acquisition system, you can monitor converter "lock up" even though it never really locks up. It will at some point in the run, be one to one with the engine RPM and the output shaft speed. The sooner the better.
Just the difference in the quality of converters (read; name brand) could mean the difference in one to one or not. Or how soon it goes one to one.
Reduce the stall speed, and buy a converter from a company thats reputable. not saying that company isnt, just never heard of em, and I been in the biz along time. And that usually means they are less than, um, adequate.
its not the convertert ive already changed it once..... and picked up4.5 mph.....the rest of the problem in the ICL... anyways if my ICL is now 109 stright up i whould need to adavce it 3* to bring it to 106 rite? my cam is a 110lsa
Originally Posted by 1984camaroz28
its not the convertert ive already changed it once..... and picked up4.5 mph.....the rest of the problem in the ICL... anyways if my ICL is now 109 stright up i whould need to adavce it 3* to bring it to 106 rite? my cam is a 110lsa
Esp to one with a lower stall speed?
Again, this may be a case of more is not always better. Stall speed, that is.
3/8 push rods r rubing cuz the intake hole is a lil smaller on the ET heads gona have to run a 5/16 or take the heads of and clearance it
Last edited by SSPerformance; Jul 4, 2007 at 07:38 PM.
Originally Posted by ATVracr
Did you check anything or just bolt this thing together because someone told you it "should" work?
I mean Damn
I mean Damn
And you're just now finding this stuff?
but you're sure its not the converter....RIIIGGHHTTT.....
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Originally Posted by 1984camaroz28
3/8 push rods r rubing cuz the intake hole is a lil smaller on the ET heads gona have to run a 5/16 or take the heads of and clearance it
The 3/8 were to close for me to risk running them, I use the thick wall 5/16.
Wonder how much metal made it to the bottomend
Originally Posted by 1984camaroz28
intake pushrods r rubing the head also....at the top of the head about 1in area
Originally Posted by Beaflag VonRathburg
Could be something drivetrain wise. Pushrods rubbing, valve float, etc.... Have a dyno graph we could look at?
Originally Posted by Beaflag VonRathburg
...... I got something right.
Originally Posted by 1984camaroz28
mite as well have the mods lock the thread cuz ur gona be a jerkoff about every little thing u can find....
But, on the flip side, it was you who singled ME out.
Now, if ya dont wanna listen to advice from people with experience, then dont post.
I been doin this stuff a long, long time. There a several people on here who know me personally, and professionally.
Fact is, it looks as if you've got a muddled combination of parts, and less than stellar assembly techniques.
Its attention to detail. And, based on your spelling, punctuation, and articulation, I can understand how your build turned out the way it did.
You dont like what I have to say? Dont post like an idiot.
Advice; Two words, SPELL CHECK.
Anyone have any final words of wisdom before this thread gets locked down? I think it's been illustrated why the motor was down on power. We all pray for a speedy recovery to your racing ways. 
__________________
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
Originally Posted by edcmat-l1
WOW. You actually checked, DURING assembly? What a novel approach!!
camaro84 I think I might have the size pushrods you need from one of our ET head setups. What length? PM me