Another gto build not 408 but still not a 346..mild cam..check out specs on lingenfelter site..pulls decent up high

APS TT Kit Setup
Year Make Model: 2005 Pontiac GTO

Engine- Forged 364 inch
Block(CI):LS2
Compression: 9.3666666 to 1
Oiling: LS4 oil pump
Crankshaft: Stock
Connecting Rods: Callies
Pistons: Mahle
Cylinder Heads: Patriot stage II 317 castings 74cc
Camshaft: LPE GT2-3
Rocker Arms: Stock
Intake Manifold: LS2
Ignition/Computer: Stock HP tuners
Exhaust: Fully custom 3 inch with Burns mufflers
Cooling System:Stock

Fuel-
Pump: Twin Walbro 340s
Injectors: Mototron 60s
Rails: Stock modified with 4x -6 AN fittings

Drive train/Transmission-
Transmission: Built 6 speed with viper gearing and forks.
Clutch/Converter: Textralia twin disc
Driveshaft: 1 Piece Diff Techs
Rear Axle: Kaaz

Chassis-
Front Suspension: Starr racing coilovers
Rear Suspension: Starr and Pedders
Brakes: Bears they suck

Performance-
Horsepower: (XXX rwhp) 797RWHP at 17PSI
Torque: (XXX rwtq) 838 RWTQ

Link to dyno video http://videos.streetfire.net/video/2...96017ac13e.htm


And can't say agree with the fast 90 leaking, seen many many boosted cars with them.
Maybe at high boost. Sure shouldn't be leaking at under 20psi. Maybe just have to check intake bolt torque. Or maybe could put some rtv between the shells.
Will be sure to monitor my car next spring to make sure the fast is not doing anything funny after six months as above poster said.

And looks like it don't take exotic cams or crazy wild ones to make good power and carry the rpm out to 6500 or so. Just don't look like no split and tight lsa work very well.

 

93 octane
A/F 11.7-11.6
timing around 15-16*
SD TUNE

tuned it again yesterday and added 2* timing uptop it made 40rwhp more from 5500-6500
going to try it with meth and will post the results
the car pulls really hard on the street and drives like stock .

 

Ok, since you are so smart, why is that cam peaking so early? Surely you know cam dynamics to bash someone just trying to help you.
I'll give you a hint: VE

 

Predator I didn't say the original posters cam was optimal. I think the low lsa is not helping at all and think an lsa in the 115 or higher range will help and possibly more of a normal split as well.

And the above poster cams is still a bit tight I think in lsa.

Lingenfelter got great results on their turbo builds and super builds with their gt3 cams and now uses their gt7 cam even in some of their bigger cube builds like their 427. Just call and they can confirm that.

I have not dynoed my car but it pulls to 7000 with no problems at all the cam certainly doesn't seem to be dying off and it is basically and identical cam to the z06 cams so why should it die off the z06 car pull strong up top.

Lingenfelter also has a nice gt11 cam that is great for turbos. I would have used it but its got more lift than I wanted to run. The f bodies are more pain to change out springs so went under 600 lift . Betting could get another 20 or so hp from the gt11 over my pretty mellow gt7.

I think if the OP puts in a gt11 or even gt7 or even the factory version of the gt7 he will see a good bit of difference in power up top.

Are the standard turbos a bit small for a 402 or 408.Yes likely a bit. Is that the end of the world..hardly. The factory almost always sized their turbos a bit small to give a broader powerband on the street with quicker spool up and do usually give up some power up top. Everything is a trade off.
Aps is offering their bigger wheel 65 pound version for the f bodies not sure if they offer it for the c5 and c5 z06. I might upgrade mine to gain a bit more top and more potential power. Another 300 potential hp to be precise.

I don't see any need for crazy big cams to make good power on the 402,408 or even the 427s. As said lingenfelter knows a thing or two about turbos.

I am curious to see how the turbos will do at say 15psi or even a bit higher.
I would expect them to run out of steam I think around 15,16psi on the 402 or 408 even though that gto pushed them a bit higher.
I was personally hoping to see 800rwhp on my auto swap at around 15 to 16psi with my combo. Not the end of the world if come up slightly short adding direct port as well and already have too much power to hook up on the street with just 7.5 psi and the built 408.

I think a 408 or 402 is great size personally ,gives great off boost torque and hp and quick spool up. And is powerful even with zero boost .9.5 is one reason its not too doggy I think and of course extra compression helps in the power output as well. I will be running alc/meth injection but am running around on 94 now with low timing and afr around 11.0.timing at a nice safe 12max. Have to still buy and install the alc/meth system.

So really would like to see say a gt11 in there ,aps used it on their bigger wheel 346 forged build and made some good numbers and power carried nicely to 7000 from what I remember of the graph.Its posted on this forum would have to search it.

And its not like even the standard turbos are slow. Aps car has aleady run 9s at near 140 with think it was 10 or so psi with the standard turbos, on a built 402 auto. Thats not exactly slow.

We have not seen many higher psi runs on the f body cars as they have the problem of inlet tubes collapsing on the old kits.Think the new kits have the upgraded tubes that aps now sells separate. Did'nt the vettes also have a intake tube collapsing problem and is the car above maybe experiencing that past 5000. And is the spark maybe blowing out past 5000 or something. What is gap and plugs? Are the injectors big enough..fuel pressure steady up there?
Still a few things to look at .

But be as said watching closely. But I would be going to a cam with big lsa. Bet that will do wonders up top. But expect some tradeoffs from the chosen ar on the standard aps turbos. And the inlets are small being only 2.5 inch compared to 3 inch inlet on their upgraded 20gs.

And again assuming this car is running the 20gs not garetts more familiar with the f body kits.

Also have done a bit more reading on the fast intakes and seems maybe adding some rtv in between sparingly would maybe help any problems under boost. and maybe some loctite on the shell fasteners. I would maybe go to the new street warrior intake but it seems to have problems up top in the rpm band and so far is not set up for direct port like the fast. Fast should release some one piece 92 intakes that would be perfect not bother with the shell system but then not sure they could be ported as easily.

I am going direct port so hard to go to ls6 or street warrior.Not much options right now.


Here are some comparisons of the ling cams..

02-03 ZO6 cam: 204/218 .551/.547 -117.5 LSA
Lingenfelter GT2-3 207/220 .571/.578 –118.5CL

05-07 ZO6 cam 210/230 .561/.557 –120.5 LSA
Lingenfelter GT7 208/230 .554/.546 –121CL

The factory cams would work decent too on turbos with their high lsas and
normal splits. gt7 is the new darling there.

Gt11 specs are on the their site ,it would be great turbo cam , a bit bigger with more lift than the gt7. I am running 1.8 on the gt7 though to bump it up. The cam card said it was safe for 1.8 rockers.

 

Here is gt11 cam think it would be a great choice as well.

Lingenfelter GT11 Camshaft 350-383-427 LS1, LS2, LS3, LS6 215/231 .631/.644 w 1.7 rocker 118.0 CL

Just have to change out valve spring more often and it would be high lift with 1.8s for sure.

 

Let the Turbos work for you, you do not need harsh ramp rates. With the high cylinder pressures it is better to get softer lobes unless you are all out racing. Maximum XE Comp lobes. GT11 is too harsh.
If it were me, for that size motor, I would put in a 230/230 .573/.573 115+0 LSA (Comp XE lobes), it is equidistant on IVO/EVC from TDC and will rev to the moon, 50 IVC (for a later peak and 50 EVO for plenty trq which we all love.
0 overlap so no boost wasted.

 

The Dyno video added in the first page under my NickName Fahad

http://in.youtube.com/watch?v=PX4YcDTiWEk