PRC Stage 1 243 heads, MS4 dyno
02-10-2009, 10:01 AM
#24
On a 400 rwhp LS1 that I ran with a ported stock TB, going to an 85mm MAF was worth no gain and going to a 3" pipe with no MAF was no gain. The throttle body was the choke in the system. So like I said, the gains vary.
__________________
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.
02-11-2009, 01:10 PM
#27
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........
Pat whats the deal with the tq curve and the loss in power at 4000ish....i got the same bs...some seem to be a nice smooth tq curve some have this horrible dip in them....is it the cam not designed well for the cubes or what?
heres mine for reference of what im talking about in the tq curve....didnt matter if we made it fat, lean, add timing, take out timing couldnt get rid of these hills
mines a stock short 346 with TFS 61cc 215's a 236 238 601 605 113+2 comp xe xer grind with a fast 92 and all the boltons on my Z06
heres mine for reference of what im talking about in the tq curve....didnt matter if we made it fat, lean, add timing, take out timing couldnt get rid of these hills
mines a stock short 346 with TFS 61cc 215's a 236 238 601 605 113+2 comp xe xer grind with a fast 92 and all the boltons on my Z06
02-11-2009, 03:25 PM
#28
Pat whats the deal with the tq curve and the loss in power at 4000ish....i got the same bs...some seem to be a nice smooth tq curve some have this horrible dip in them....is it the cam not designed well for the cubes or what?
heres mine for reference of what im talking about in the tq curve....didnt matter if we made it fat, lean, add timing, take out timing couldnt get rid of these hills
mines a stock short 346 with TFS 61cc 215's a 236 238 601 605 113+2 comp xe xer grind with a fast 92 and all the boltons on my Z06
heres mine for reference of what im talking about in the tq curve....didnt matter if we made it fat, lean, add timing, take out timing couldnt get rid of these hills
mines a stock short 346 with TFS 61cc 215's a 236 238 601 605 113+2 comp xe xer grind with a fast 92 and all the boltons on my Z06
__________________
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.
02-11-2009, 04:27 PM
#29
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damn...stupid hype cams...shoulda done my research prior to installing...to cam a vette is not nearly as simple as a F body
Going to have you spec me a cam for next winter....Ill swap cams for something that will have a smoother Tq curve and match my heads and setup better
you spec'd my buddy PRAY a cam on his 416 Z06 and his TQ curve looks perfect and makes gobs of power (573rwhp)
I think you said in a previous PM i would benefit for a cam with more split to match my heads and some of the newer cam lobes currently have old school XE and XER lobes
1990s called and they want their XE lobes back
Dont understand why they'd develop a cam for the LS1 (IE my current and many others) that everything wouldnt be in sync and have smooth HP and TQ power curves
Do you think I would benefit from MORE duration or just more split? No problem spinning to 7K rpm and im fine with the driveability of my 236 238 cam
Doing 390 gears with my MN12 trans the end of the month too
might have to make this cam swap a spring/summer project
Currently swapping my stock clutch out for a twin disk, might remove my maf completely (tuned it myself SD), swapping to a set of ARH 1 7/8 headers from my current 1 3/4 LG pros....this with a cam change...you think my goals below would be attainable?
Whatcha think PATG Looking for 480-490RWHP
THANKS
KURTOMAC
BTW thanks for your response
Going to have you spec me a cam for next winter....Ill swap cams for something that will have a smoother Tq curve and match my heads and setup better
you spec'd my buddy PRAY a cam on his 416 Z06 and his TQ curve looks perfect and makes gobs of power (573rwhp)
I think you said in a previous PM i would benefit for a cam with more split to match my heads and some of the newer cam lobes currently have old school XE and XER lobes
1990s called and they want their XE lobes back
Dont understand why they'd develop a cam for the LS1 (IE my current and many others) that everything wouldnt be in sync and have smooth HP and TQ power curves
Do you think I would benefit from MORE duration or just more split? No problem spinning to 7K rpm and im fine with the driveability of my 236 238 cam
Doing 390 gears with my MN12 trans the end of the month too
might have to make this cam swap a spring/summer project
Currently swapping my stock clutch out for a twin disk, might remove my maf completely (tuned it myself SD), swapping to a set of ARH 1 7/8 headers from my current 1 3/4 LG pros....this with a cam change...you think my goals below would be attainable?
Whatcha think PATG Looking for 480-490RWHP
THANKS
KURTOMAC
BTW thanks for your response
02-15-2009, 10:50 AM
#30
The UPD lid is raised in the front to allow for more air and smoother air flow through the front of the filter, the back of the lid is made to channel and keep a smooth flow of air into the intake, removing the square edges reducing turbulence which will act like a restriction (seen on the MTI/SLP and Fast Toys). The Fast Toys lid tried to get around the UPD Patent by adding the power bulge to allow for more air but it did not address the turbulent flow from the back corners. Lastly the UPD clears all hoods no rubbing issues.
that is actually a perfectly designed lid...exactly what i wanted to do with some fiberglass because i didnt know one was on the market...
02-15-2009, 11:33 AM
#31
Looking at his airlid assembly, the customer's SS had the optional SLP 345hp package which included the Blackwing air lid. The opening of the air lid was only about 1/2" across. Talk about a restriction. We unbolted the radiator support to raise the air lid (to give it a 1" opening).
thanks.
02-15-2009, 12:53 PM
#33
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damn that is a sexy lid and that has got to be one of the best stock size flowing lids...i would bet anything that if it had a 85mm snout it would outflow a FTRA 85mm...
that is actually a perfectly designed lid...exactly what i wanted to do with some fiberglass because i didnt know one was on the market...
that is actually a perfectly designed lid...exactly what i wanted to do with some fiberglass because i didnt know one was on the market...
It does have the 85mm snout - ID is 92mm
I still have a couple available.
02-15-2009, 06:21 PM
#34
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Your gonna wanna put some washers in between the the bottom part of the intake and where it bolts up.
So unbolt the bottom part of the intake and stick some washers under it where the bolts go. Make sure you put the bolts back through the washers and bolt it back down.
I hope that makes sense, wasn't as easy to explain as I thought it was...
02-16-2009, 07:12 AM
#37
Look down at your airlid..see where the lid clips to the bottom part of your intake, same piece that bolts over the radiator?
Your gonna wanna put some washers in between the the bottom part of the intake and where it bolts up.
So unbolt the bottom part of the intake and stick some washers under it where the bolts go. Make sure you put the bolts back through the washers and bolt it back down.
I hope that makes sense, wasn't as easy to explain as I thought it was...
Your gonna wanna put some washers in between the the bottom part of the intake and where it bolts up.
So unbolt the bottom part of the intake and stick some washers under it where the bolts go. Make sure you put the bolts back through the washers and bolt it back down.
I hope that makes sense, wasn't as easy to explain as I thought it was...
does that straighten the air entering the engine more than if the lower part of the intake setting lower?
will i have any hood clearance issue with raising the lower part of the intake?
btw, what i understood now from Patrick post is that i need to raise the lower part of the intake 1/2", is that correct? or how high do i need to raise it?
thanks.
02-16-2009, 08:53 AM
#38
i got it, thanks.
does that straighten the air entering the engine more than if the lower part of the intake setting lower?
will i have any hood clearance issue with raising the lower part of the intake?
btw, what i understood now from Patrick post is that i need to raise the lower part of the intake 1/2", is that correct? or how high do i need to raise it?
thanks.
does that straighten the air entering the engine more than if the lower part of the intake setting lower?
will i have any hood clearance issue with raising the lower part of the intake?
btw, what i understood now from Patrick post is that i need to raise the lower part of the intake 1/2", is that correct? or how high do i need to raise it?
thanks.
I never really thought about it before, but if you look at it, that small 1/2 gap doesnt really allow for too much air to enter. Raising up the base allows for a lager opening and more air to freely enter.
you'll need to keep hood clearance in mind when raising up the base, checking your hood to lid spacing adding washers as needed without adding too many and causing the hood to strike the lid when it closes.
02-17-2009, 06:50 PM
#40
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I saw it was asked a few times in the thread... but how does the UPD stack up to the Fast toys 85mm then? Both look like great products but which will have higher output?