Originally Posted by lilbuddy1587

And I'll bet your old combo wasn't maximized like this particular car's, huh? Not only is this car's tune optimized but so is the entire package/combo. You can have all the bolt ons you want with all the "best of the best" parts and that doesn't automatically equal "the best of the best" numbers. So, to answer your ridiculous question, No. Keep building the large cube motors but leave the head,cam,valve train selection/setup to people who know what they're doing as opposed to going through a parts catalog and asking for cam advice on the internet.




I say that this is the most ridiculous post I've seen in a while here in the Dyno section, and that says a lot!

What it says in the 1st post is that this is an ENTIRELY optimized combo I.E H/C (I'm assuming hand finishing, re-done VJ and a cam that is actually suited for the combo), valve train, induction and tune. No secrets, no "magic", no ******* pixie dust. Him going to the track and running a number isn't going to prove whether or not this car makes the power that's claimed. That has already been brought up and is constantly beat to death on this forum as most peoples cars aren't setup for track duty, they most likely aren't the best of drivers/shift slow, etc etc etc.



And this gem... Please, go and tell that to all of the sponsors that have done it with ported OEM castings. Hell, I've witnessed a pair of TEA's (TFS pimpster, no offense Tooley!) stg 2.5 LS6 heads with additional "hand finishing" via TEA, put down 492rwhp in 110 +/- degree weather on a H/C 90/90 346. Hell, If I remember right, Patrick G's optimized combo put down 500+ with AFR's as well.

Sorry but it doesn't take "some bad *** TFS heads and a bad *** cam, ported 92/92 and full boltons" to come close to or even eclipse 500rwhp. It takes a well thought out combination that is thoroughly optimized in all the right areas.

OP, Tony,

Great job fellas!

Originally Posted by ccajun4real

Man you are really full of yourself arent you. FYI the guy who put together both of my motors has built MANY LSX motors including the most powerful NA 418 in the US so "I" really didnt put **** together. I listened to experts and they put my combos together and then had them tuned by one of the leading tuners in this area. I am glad you think you know everything there is to know about these cars but maybe, just maybe there are other smart people out there that have great results. In short, the fact that you frequent this area doesnt mean you are smarter than everyone else.

Originally Posted by novaflash2002

just out of curiosity, how lean was it on the top end?

Originally Posted by ctd

Guys,


I spoke with Tony Mamo several times about where I wanted to be with a H/C combination for this motor, conservative yet stout with an ability to see 7000 rpm & not nose over.

His recommendations included a set of milled AFR 205's that he would invest some additional time porting/optimizing by hand (think you guys refer to this as "Mamofied 205's" in other builds I have seen), of course one of his ported FAST 90/ported LS2 TB combos, and Tony also recommended a custom grind single pattern cam due to the flow characteristics of the ported heads and the fact I wanted to also make as much low speed TQ as possible while not hurting the big HP numbers upstairs (yes...like most I wanted the have your cake and eat it to scenario!). I of course also included some of the other popular supporting bolt ons, LG Pros including 3" mufflers, Cadillac Racing Lifters, YT 1.7 roller rockers, EWP & UD pulley.

I installed the components a year ago, run it up on a Mustang dyno with good results.

I also spent the bulk of this summer learning how to tune via a multitude of emails, reading, watching DVD's, collaborating with a friend who has very in depth understanding of the tuning software. Very key component to bringing the entire package together! This made the dyno session very quick, the numbers were hit within a few runs.

As this tuning process went on all the classic clutch problems began to develop, and ultimately I had to replace that. In my quest for power I decided I should have 4:10 rear installed at the same time, an LS7 clutch, LS2 Flywheel, new Slave & remote bleeder. My thinking was the 4:10's would hopefully ease the life of the clutch.

In the same building I had the parts installed was a Dyno Dynamics eddy current dyno, and after finding out about an previous dyno day I decided to review some runs & met with some of the participants. They had a good turn out and certainly not a generous dyno with a bonestock C6Z06 making a best run of 441 RWHP which seems to be in line (or lower honestly) than most of the online results I have read about. Realistically, I was hoping for 475+ and was obviously pretty thrilled when we rolled a couple of runs in the high 490's and one run that just eeked out 500 RWHP!! I was also quite pleased with the low RPM torque output....most of the higher powered (typically big cam) stock displacement builds don't make those kinds of numbers under 4000 RPM's, at least from what I have observed pouring over the various results. And the torque (440 RWTQ) feels very good in the car btw....you can really feel it push you in the seat above 4K.


Needless to say there were several very impressed onlooker's as the runs took place, my Black 3X Vert had done proud!



Looks like Tony may have prescribed just the recipe I needed to try and maintain the best of both worlds. It wasn't a budget build by any stretch but I'm really happy about the results and wanted to share.


Here is copy of all the runs I made....I was also impressed how consistent they were (Tony....thanks for helping out with the dyno graph!)


Cheers,
Dale

Originally Posted by WeathermanShawn

It is from 5250 Rpm's that by virtue of the Hp Formula: Hp=TQ X RPM/5252 that the '500' HP number is blowing people away. Any time you can hang on to a torque curve past 5250..the HP difference becomes exponential.[/I]

Originally Posted by VeTTeMaNC486

I cannot believe everyone is having such a hard time with this simple formula. Lol. Seems like everyone does not understand it and is just over looking your post instead of trying to learn something.

I have no reason to dought the OP's numbers. Sweet numbers bro, congrats to you and Tony. I bet its a blast to drive.

Originally Posted by Tony Mamo @ AFR

I think the rear is also not as "parasitic" on a Vette....especially when compared to the larger 12 bolt and Ford 9" options sometimes installed.