Here is a recap of the build:

N/A 427 LSX
GMPP LSX Iron Block (w/LSX specific machining for improved oiling)
4.125" Wiseco Forged Pistons w/brushed tops - 11.5:1 SCR
Sonny Bryant Billet 4.00" LS Crank with lightening holes, original 1764 b/w
Oliver Billet Super Speedway 6.125" Rods w/ WSB ARP Rod Bolts
Stock GM LS7 heads - milled .015" (PSI springs/Katech Retainers .700 lift)
Stock GM LS7 intake touched up - w/ LS7 injectors
Felpro MLS Head gaskets
Custom Comp Cam - spec'ed by yours truely:
235/250 .657/.648 115+4 - Xtreme Energy LSL for intake / Xtreme Marine HL Big Block Journal for exhaust
Morel Link-Bar Hydraulic Roller Lifters
3/8" Custom Pushrods
Briggs Performance timing chain
Briggs Performance ported oil pump


Finally have dyno results for everyone, pretty interesting stuff here. Vehicle is a Manual with a Ford 9" 3.70 gears, and heavy TT2 17x10.5 chrome rims. Exhaust is ARH into 3" I-pipe back to Flowmaster muffler.

Dyno'd at Ross Performance in Saginaw, TX near Fort Worth. HOT and STICKY today (heat index of 111F haha), so not the best for dyno, but oh well.

483rwhp/426rwtrq through the Flowmaster catback

514rwhp/463rwtrq cutout open 12.2:1 AFR - 27* timing

521rwhp/471rwtrq cutout open 12.5:1 AFR - 27* timing

A gain of +38 RWHP / +45 RWTRQ and the exhaust is still restrictive! I was extremely pleased with the gains that I saw on the dyno. I could have gone a little more aggressive with the AFR and timing for some more HP, but didn't think it was worth it.

On top of all of that, my MAP reading went from 98 to 94 through the run, so maybe my Volant CAI is a restriction at this point, but I did not have time to test it out.

So given my setup, and power that I made, I couldn't be happier. Yes a larger cam would probably make a little bit more power, but at the cost of driveability that I don't want to pay. This thing still drives like stock with the exception of running AC as it will stall out. I haven't been able to get AC tuning nailed down and don't know what else to do haha.

Enjoy the vid and graph and share your thoughts!

http://www.youtube.com/watch?v=xDLg0hBMz6s

 

Nice numbers, are you planning on a less restrictive muffler in the future or keeping that one? You are looking at gaining 20-25rwhp just by having a magnaflow installed.

 

Are you running a Billet Sonny Bryant crank??

 

Its not the billet piece. That would be overkill....

 

I'm planning on a 3" mandrel bent true dual system over the axle with sweet thunder bullets. Should be able to support full flow from the motor...I hope haha.

 

As soon as your exhaust restriction is fixed you should pick up a good amount. I hate to speculate but a good 15 rwhp and probably more is available. On the bigger cam, what ? Why go bigger. That cam is pretty good sized. Like you said any larger and you would probably be running into drivability issues.

Would a ud pully and Electric water pump add very much ? Better revving and fuel economy for sure, but hp / tq not sure.

 

An electric water pump would be nice, and I already have a 10% ATI UD pulley

 

one day I wanna put a LS7 in my 88 IROC

 

What kind of differences in performance are there from a 10% ud pully VS a 25% ud pully?

What made you get the 10% instead of the 25% ? Charging issues, big amp and speakers ?

 

Yea, charging issues was a contributor mostly. Also, not too much to be gained between the two.

 

Ok just wondering because I have a 25% and have no issues making 13+ volts even at idle with the radio and headlights on.

 

I think my alternator is a bit tired.

 

i also want to add 25% UD pulley. i ordered an alternator upgrade heavy duty kit from http://www.springhillautoelectric.co...d&productId=39.

this alternator kit will raise the amperage of the stock alternator from 102 or 105 amps to 220amps so i guess when i add the 25% UD pulley to my mods i will not have any charging issues.

 

Nice to see the results. Good numbers but am curious as to why similar setup in a new ZO6 makes 550-580?

 

They're not running a Ford 9" and heavy *** rims like I am, and also have a much lighter rotating assembly. Plus they have dual exhaust, I simply have a single 3" exhaust. Like I also stated, my map readings were dropping the whole run so I have an intake restriction somewhere, probably the volant intake setup I have. Besides many of those vettes are running ported heads/intake as well, mine are still stock just milled. All of those above factors can easily add up to around 40-50rwhp if not more. Torque is probably being killed by the exhaust more than anything else. Its running very well for what it is and what it has. Time and money will find more hp: dual 3" exhaust/FT 104mm lid/ported intake - should net another ~30rwhp which would make this a very stout setup compared to the Z06's (making around the same hp with much more drive train loss).

Needless to say: I'm happy

 

Nice tame setup. Sounded real street, couldn't really tell it is a 427.

Your valve events are killing your trq as well, part of it is too much a split between intake and exhaust. Basicaly your cam specs.

 

I was wondering why his torque was lower then what a lot of 427's were making with similar setups. I was just guessing that his high flowing heads were leaving soft on the bottom end until the RPMS came up a bit and then look out. Keep in mind he's got a 9" and 3.70's so that 380 rwtq at 3000 rpms is a bit misleading. Would be higher with a stock 10 bolt with 3.42's

Predator:
How much do you think he's going to pick up with true duals ??

 

PM Sent

 

Will the new 102mm LSXr Intake with porting help Adrian out here, or is the "touched up" ls7 intake fine ? The CAI in his words is causing a restriction indicatated by the drop in MAP 98 to 94. What options are available ??

Best of luck man.

Do you have 1 7/8 Headers into a stock I pipe ?

 

I would like to debate your statement. The split in my cam is actually right in line with where most of the setups are, and are actually a bit less then some. Remember, these are LS7 heads, not LS1 cathedral port. A great example would be the Katech Torquer Cam, it has 24 degrees of split, and 12 degrees of overlap. My cam has 15 degrees of split and 12.5 degrees of overlap. Yes granted my valve events are different, but the LS7 heads for optimum efficiency like right around 12 degrees overlap, and about a 48 degree IVC point, courtesy of some research by Pat G.

Check out Vengeance Racing's LS7X stage II cam. The specs are almost exactly the same as mine, and I spec'd my cam before even looking at their cam line up. I was pretty happy to see my cam specs are right in line with one of the shops making some of the most power in these engines. My cam has a little higher lift, but has 3 degrees LESS split, and 2 degrees less overlap.

I really believe a lot of that torque is being lost through my exhaust. Just one 3" cutout at the end of my I pipe was not enough to flow all the exhaust as I still had lots of flow going out my tailpipes. If I gained 45rwtrq just by popping open the cutout, I can only imagine how much I'll gain if I basically double the flow of my exhaust by getting duals.