Super Vic on 347 results.
Super Vic on 347 results. Ok.. Here was the combo..
What stayed the same between the pulls
347ci
11-1cr
5 year old heads
Trex
4L80E
4,900rpm fuddle converter
12 bolt
Old pull in Blue
LS6 intake
Ported TB
Factory water pump
3.73 gears
30x14.50 ET streets with no tubes
New pull in Red
Stock Super Vic
2000cfm Dominator TB with 4150 reducer
NX 2 stage N20 plate
Meziere EWP
4.56's
315/60/15 MT Drag Radial
Let the discussions begin..
What stayed the same between the pulls
347ci
11-1cr
5 year old heads
Trex
4L80E
4,900rpm fuddle converter
12 bolt
Old pull in Blue
LS6 intake
Ported TB
Factory water pump
3.73 gears
30x14.50 ET streets with no tubes
New pull in Red
Stock Super Vic
2000cfm Dominator TB with 4150 reducer
NX 2 stage N20 plate
Meziere EWP
4.56's
315/60/15 MT Drag Radial
Let the discussions begin..
TECH Junkie
Joined: Dec 2005
Posts: 3,092
Likes: 11
About what one would expect. You are trading torque for horsepower with the shorter runner system versus the longer runner system. Also how different are the cross sectional areas?
Also how much horsepower was gained by the addition of the electric water pump? I wonder how a FAST intake manifold would compare?
Also how much horsepower was gained by the addition of the electric water pump? I wonder how a FAST intake manifold would compare?
You're ready for a solid roller cam with short travel hydraulic lifters. You should be able to continue building power past 7000rpm instead of falling off at 6900. With a slightly different profile, you can get 7500 rpm power without giving up any mid-range power. This is what Coach did with his 347. Nice gains by the way. Even more impressive since your gear swap probably sucked up some of your gains.
__________________
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.
Right.. I'm giving up 14ftlbs of tq on the hit of the verter at 4,900rpm. It's evened out by 5,600rpm. Then at 6k the Super Vic starts to walk away. Since the shift extensions in my truck look like this:
Where I was shifting the LS6 combo
1-2 shift = 7,100 to 5,800 - avg power = 414rwhp/338rwtq
2-3 shift = 7,100 to 5,900 - avg power = 414rwhp/335rwtq
Where I will probably shift the Super Vic Combo
1-2 shift = 7,300 to 6,000 - avg power = 433rwhp/343rwtq
2-3 shift = 7,300 to 6,100 - avg power = 434rwhp/341rwtq
I'm not really loosing much of anything. Maybe a touch on my 60' but I'm sure the 3.73 to 4.56 gear swap will more than make up for it. I should go faster I would think with the avg power up in my opperating range.
Where I was shifting the LS6 combo
1-2 shift = 7,100 to 5,800 - avg power = 414rwhp/338rwtq
2-3 shift = 7,100 to 5,900 - avg power = 414rwhp/335rwtq
Where I will probably shift the Super Vic Combo
1-2 shift = 7,300 to 6,000 - avg power = 433rwhp/343rwtq
2-3 shift = 7,300 to 6,100 - avg power = 434rwhp/341rwtq
I'm not really loosing much of anything. Maybe a touch on my 60' but I'm sure the 3.73 to 4.56 gear swap will more than make up for it. I should go faster I would think with the avg power up in my opperating range.
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Kept the progressive linkage. The throttle response is quite nice actually. I'm sure though the gears and EWP helped some of that too. I had a hard time staying off the 7,500rom limiter both on the 1-2 and 2-3 shift.
This gives me hope. Im going to do a cam for it From Geoff Skinner. Probably something along the lines of what Patrick G was talking about. I have a forged rotating ***. So rpms is my friend.
Here is a PM I received that might be useful info for others.
Thanks for posting your results of you Victor swap. Im very interested in this now. Do you have any pics of your setup? Im curious what need to be done wiring wise to adapt that TB to my factory harness. What TB did you use? Also...what did you do for throttle linkage? Any tips will be appreciated!
Here are some pics: https://ls1tech.com/forums/dynamomet...tock-hood.html
I'm running an an edelbrock dominator TB (I think it's part number 3888). It comes with the sensors.
As far as making the linkage work, I took the cable style arm off of another TB I had (holley I think, you mihgt be able to use a factory one, didn't check) and went to a bicycle shop and bought a brake cable for a BMX as the end fit's the Holley cable arm. Then I also bought the stop nut that would go on the actual brake, it allows you to adust the cable's tension/length. Rigged up a quick arm off the factory pedal assemble and walla, throttle cable.
Thanks for posting your results of you Victor swap. Im very interested in this now. Do you have any pics of your setup? Im curious what need to be done wiring wise to adapt that TB to my factory harness. What TB did you use? Also...what did you do for throttle linkage? Any tips will be appreciated!
Here are some pics: https://ls1tech.com/forums/dynamomet...tock-hood.html
I'm running an an edelbrock dominator TB (I think it's part number 3888). It comes with the sensors.
As far as making the linkage work, I took the cable style arm off of another TB I had (holley I think, you mihgt be able to use a factory one, didn't check) and went to a bicycle shop and bought a brake cable for a BMX as the end fit's the Holley cable arm. Then I also bought the stop nut that would go on the actual brake, it allows you to adust the cable's tension/length. Rigged up a quick arm off the factory pedal assemble and walla, throttle cable.
Trex Cam..
Heads are 4+ years old. But here are some flow numbers for you:
Lift............Intake...........Exhaust
200...........149...............112
300...........208...............169
400...........257...............201
450...........276...............211
500...........288...............219
550...........296...............222
600...........306...............226
Heads are 4+ years old. But here are some flow numbers for you:
Lift............Intake...........Exhaust
200...........149...............112
300...........208...............169
400...........257...............201
450...........276...............211
500...........288...............219
550...........296...............222
600...........306...............226
Better test would have been against a properly modified 92mm FAST which we know would have been even better in the areas the LS6 combo already looked stronger and then ultimately would have seriously narrowed the gap upstairs with an additional 25 or so peak HP.
Ultimately this test looks very similar to others (against a FAST) and inline with conventional thinking concerning manifold design. The much longer runners are worth a bunch of bottom and mid RPM torque and horsepower, and the shorter runners of the Super Vic shine upstairs. The key is to build a combo that can effectively turn high enough so the average power across the usable range is higher with the single plane to make it a good choice.
It all comes down to combination and getting the most from it. In most cases, my feeling is the FAST (long runner) is still the best design considering a 7000 RPM ceiling and a 3500 pound vehicle. Moving to a combination that could successfully be turned 7500 with a power curve that makes sense there would then better feature the benefits the Super Vic combo can offer you. Also I assume this is not a 90' elbow set-up which wouldn't look nearly as good as this comparo. The single plane race intakes are designed with a carb or TB directly over the plenum and simply work better that way IMO....certainly from the testing I have been privied to.
Good job on the swap and all the results....always interesting and provides good data to ponder over.
-Tony
Ultimately this test looks very similar to others (against a FAST) and inline with conventional thinking concerning manifold design. The much longer runners are worth a bunch of bottom and mid RPM torque and horsepower, and the shorter runners of the Super Vic shine upstairs. The key is to build a combo that can effectively turn high enough so the average power across the usable range is higher with the single plane to make it a good choice.
It all comes down to combination and getting the most from it. In most cases, my feeling is the FAST (long runner) is still the best design considering a 7000 RPM ceiling and a 3500 pound vehicle. Moving to a combination that could successfully be turned 7500 with a power curve that makes sense there would then better feature the benefits the Super Vic combo can offer you. Also I assume this is not a 90' elbow set-up which wouldn't look nearly as good as this comparo. The single plane race intakes are designed with a carb or TB directly over the plenum and simply work better that way IMO....certainly from the testing I have been privied to.
Good job on the swap and all the results....always interesting and provides good data to ponder over.
-Tony
Tony,
If you have a ported Fast 90/90 set up, I'll be happy to test it on this combo and send it back to you. I have a few free dyno hours left..
I am trying to get the weight down on this truck. It's not too bad right now. With me in the seat it's right at 3,620 (3,420 with out me). When I have a job again, I might swap out the front for a Mustang 2 and put a 4 link in it with different frame rails. Might even just build a frame. I'm told there is about 200lbs in the back half and 100-125lbs on the front set up. Plus I added about 100lbs to the tailgate and still have a 30lb tow hitch on it. I could see it getting down to 3,000 with out driver over time.
I think what I have right now is a pretty decent combo. There are a few things I'd like to change when I can. I'd love to get it in the 10's on motor.
If you have a ported Fast 90/90 set up, I'll be happy to test it on this combo and send it back to you. I have a few free dyno hours left..
I am trying to get the weight down on this truck. It's not too bad right now. With me in the seat it's right at 3,620 (3,420 with out me). When I have a job again, I might swap out the front for a Mustang 2 and put a 4 link in it with different frame rails. Might even just build a frame. I'm told there is about 200lbs in the back half and 100-125lbs on the front set up. Plus I added about 100lbs to the tailgate and still have a 30lb tow hitch on it. I could see it getting down to 3,000 with out driver over time.
I think what I have right now is a pretty decent combo. There are a few things I'd like to change when I can. I'd love to get it in the 10's on motor.