HKE L92 427 Dyno
01-30-2010, 02:05 PM
#1
HKE L92 427 Dyno Finally finished up my 427 project a couple of weeks ago. Haven't been to the track yet, but its been tuned and I've put 500-600 miles on it. I was shooting for a reliable naturally aspirated driver capable of high 10s. My car is a 2002 Z28 MN6 that was my daily driver for 5 years.
Numbers were 559 rwhp 513 rwtq. I would have loved to hit 575 but we kept it safe. I don't want to go through the build process again...
Specs:
HKE (Erik Koenig) L92 427
TFS 235s
Cam 254/262
FAST 92
Yella Terra 1.7s
1 7/8" Headers
TSP True Duals
I have a Moser 12 bolt w 4.10s. Tune was performed by Moe Bailey.
Numbers were 559 rwhp 513 rwtq. I would have loved to hit 575 but we kept it safe. I don't want to go through the build process again...
Specs:
HKE (Erik Koenig) L92 427
TFS 235s
Cam 254/262
FAST 92
Yella Terra 1.7s
1 7/8" Headers
TSP True Duals
I have a Moser 12 bolt w 4.10s. Tune was performed by Moe Bailey.
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and gobs of tq Very nice!
01-31-2010, 09:03 AM
#9
L92 block, identical to the LS3 block from my understanding.
Thanks!
Thanks! And thanks for the FAST 92.
Yes, I'm pretty happy with it, thanks.
01-31-2010, 11:19 AM
#10
Nice. That is a big cam! how does it drive around town?
I also have a 12 bolt w/4.11's. One guy on here dynoed before and after his 10 bolt to 12 bolt and lost like 18hp. I don't count that hp loss because with out that 12 bolt,I would be walking. Nice build and power.
I also have a 12 bolt w/4.11's. One guy on here dynoed before and after his 10 bolt to 12 bolt and lost like 18hp. I don't count that hp loss because with out that 12 bolt,I would be walking. Nice build and power.
01-31-2010, 11:21 AM
#11
Don't take this the wrong way, I just want to see you get the most out of your engine. I just think some thing is missing some where. My 416 with 10* less cam timing and pretty much the same combo made 590+/550+rw STD. SAE corrected was 573/530 through an IRS and heavy wheels. I ran into the same problem at 6,000 that you are. A big fat plateau. I think it is intake restriction to be honest. I also had 2 1/2 exhaust that was limiting my power. I wish I could have experimented with a different intake and cut outs.
I think you are making good power but I figured your tq with the 427 would be higher and the hp curve would carry on with your cam being larger than mine. Plus the numbers are till not SAE which I think will knock it down some more. It looks like your cam as well as mine want to run higher and breath more but the intake is restricting it. My car came around alot more after about 1,500 miles. I think my 500 mile numbers were 555/505rw. Do you think your clutch could be slipping? My original graphs looked like yours untill my clutch came around. The tq would rise fast and then flatten out like your does. Onece it stopped slipping the tq rose in the middle and the power carried better up top.
There is more left in it in my opinion. But dyno numbers are just numbers. Take it to the track and see what it does. Keep us posted on any changes. I am very interested to see what it does when all is said and done.
I think you are making good power but I figured your tq with the 427 would be higher and the hp curve would carry on with your cam being larger than mine. Plus the numbers are till not SAE which I think will knock it down some more. It looks like your cam as well as mine want to run higher and breath more but the intake is restricting it. My car came around alot more after about 1,500 miles. I think my 500 mile numbers were 555/505rw. Do you think your clutch could be slipping? My original graphs looked like yours untill my clutch came around. The tq would rise fast and then flatten out like your does. Onece it stopped slipping the tq rose in the middle and the power carried better up top.
There is more left in it in my opinion. But dyno numbers are just numbers. Take it to the track and see what it does. Keep us posted on any changes. I am very interested to see what it does when all is said and done.
01-31-2010, 11:31 AM
#12
Pray what you are missing is the 6400 rpms. If this car was to peak at say 7000 rpms the numbers would probably then impress you.
The dyno sheet says it all. One mean mother of a street car, not a drag queen with a peak HP number thats uselsss except for a signature.
You need to look at the rpm range and application.
The dyno sheet says it all. One mean mother of a street car, not a drag queen with a peak HP number thats uselsss except for a signature.
You need to look at the rpm range and application.
01-31-2010, 12:59 PM
#13
99Blanco. I did look at the peaks. I made plenty of comments about both peaks. I stated that his motor and my motor both went pretty much flat at 6,000. I think I only gained 5-10rw after 6,000 just like his motor. I also commented on the tq curve going flat in the middle might be due to a slipping clutch like mine was.
I didn't say the numbers were not impressive. I was just trying to offer some suggestions based on my experience with these motors. I think I was one of the first to build a combo like this, and still have some of the best numbers out there on a two year old motor. My car was my daily driver street car that hauled on the track. I was almost in th 9's in a basically stock Corvette except the motor. So I am obviously not interested in impressive sig numbers with no back up.
I just think his combo is capable of more than what was represented on the dyno. Not to mention that the numbers given are standard. The SAE's will will be less. If he is running a Moser and 4.10 gears then I think he cares about the track as well. It also appears that using a cam that large was more meant for the track on a couple of accounts. Drivability, where peak power should be made and deep gears to take advantage of the higher hp and tq peak. So why not take full advantage of your combo? I am not trying to bash just offer advise and encouragement that he should be able to reach his 575rw goal with out much of a problem.
I didn't say the numbers were not impressive. I was just trying to offer some suggestions based on my experience with these motors. I think I was one of the first to build a combo like this, and still have some of the best numbers out there on a two year old motor. My car was my daily driver street car that hauled on the track. I was almost in th 9's in a basically stock Corvette except the motor. So I am obviously not interested in impressive sig numbers with no back up.
I just think his combo is capable of more than what was represented on the dyno. Not to mention that the numbers given are standard. The SAE's will will be less. If he is running a Moser and 4.10 gears then I think he cares about the track as well. It also appears that using a cam that large was more meant for the track on a couple of accounts. Drivability, where peak power should be made and deep gears to take advantage of the higher hp and tq peak. So why not take full advantage of your combo? I am not trying to bash just offer advise and encouragement that he should be able to reach his 575rw goal with out much of a problem.
01-31-2010, 02:47 PM
#16
Any thing he can do to get more air into the intake stream will help at this point. I think 550rw is where the FAST and any thing in front of it starts to become a bottle neck. The exhaust also becomes critical at this point. But he said he is running true duals so that end of the motor should be taken care of. I had to ditch my MAF and do an COSIII OLSD tune to get the most out of mine. I still wasn't happy with the intake tract.
01-31-2010, 09:54 PM
#17
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Pray,
So did you have an 85mm MAF before? What was the difference in rwhp between the MAF and the SD tune.
Seems like your car is the exception not the rule, I have an LS7 based 427 w/ TFS 235s with a similar cam to your old car. I tried to duplicate your setup. My first and only dyno w/ break in oil and in 95-100 degree heat was 534 / 492 SAE. Even w/ the big cam it peaks around 6200. Seems like my car has always peaked around 6200.
I added a 4" catback that seems to have helped. My best trap w/ 3600-3650 race weight was 132.76 (6 spd, 4.10s, lifting on shifts).
I was hoping to match your dyno numbers and trap 135-136 but it hasn't happened. I'm thinking of adding a 100 mm MAF and an electric water pump.
So did you have an 85mm MAF before? What was the difference in rwhp between the MAF and the SD tune.
Seems like your car is the exception not the rule, I have an LS7 based 427 w/ TFS 235s with a similar cam to your old car. I tried to duplicate your setup. My first and only dyno w/ break in oil and in 95-100 degree heat was 534 / 492 SAE. Even w/ the big cam it peaks around 6200. Seems like my car has always peaked around 6200.
I added a 4" catback that seems to have helped. My best trap w/ 3600-3650 race weight was 132.76 (6 spd, 4.10s, lifting on shifts).
I was hoping to match your dyno numbers and trap 135-136 but it hasn't happened. I'm thinking of adding a 100 mm MAF and an electric water pump.
01-31-2010, 10:58 PM
#18
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Intake manifold is definitely holding it back. If your application allows you can put a Super Victor intake on it and pickup a bunch of high RPM power at the loss of some low end.
02-01-2010, 07:58 AM
#19
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Pray,
So did you have an 85mm MAF before? What was the difference in rwhp between the MAF and the SD tune.
Seems like your car is the exception not the rule, I have an LS7 based 427 w/ TFS 235s with a similar cam to your old car. I tried to duplicate your setup. My first and only dyno w/ break in oil and in 95-100 degree heat was 534 / 492 SAE. Even w/ the big cam it peaks around 6200. Seems like my car has always peaked around 6200.
I added a 4" catback that seems to have helped. My best trap w/ 3600-3650 race weight was 132.76 (6 spd, 4.10s, lifting on shifts).
I was hoping to match your dyno numbers and trap 135-136 but it hasn't happened. I'm thinking of adding a 100 mm MAF and an electric water pump.
So did you have an 85mm MAF before? What was the difference in rwhp between the MAF and the SD tune.
Seems like your car is the exception not the rule, I have an LS7 based 427 w/ TFS 235s with a similar cam to your old car. I tried to duplicate your setup. My first and only dyno w/ break in oil and in 95-100 degree heat was 534 / 492 SAE. Even w/ the big cam it peaks around 6200. Seems like my car has always peaked around 6200.
I added a 4" catback that seems to have helped. My best trap w/ 3600-3650 race weight was 132.76 (6 spd, 4.10s, lifting on shifts).
I was hoping to match your dyno numbers and trap 135-136 but it hasn't happened. I'm thinking of adding a 100 mm MAF and an electric water pump.
Nice numbers for a low mile motor, as Pray said you should see a pretty good gain in about 2k miles when it loosens up a bit.
02-01-2010, 08:10 AM
#20
Power curve looks great to me.
You can always question the combo and expect more.I would like to see a smaller Cam installed and see the results but it takes time and $$.In the end it comes down to if the customer is happy.
FYI- We just finished a C6 Z06 and ran a different Cam of 215/228 and made 540hp/528tq. Goes to show that small Cams can still make power.
In the future we will go bigger to see the difference.
You can always question the combo and expect more.I would like to see a smaller Cam installed and see the results but it takes time and $$.In the end it comes down to if the customer is happy.
FYI- We just finished a C6 Z06 and ran a different Cam of 215/228 and made 540hp/528tq. Goes to show that small Cams can still make power.
In the future we will go bigger to see the difference.