Lets see some All Bore and Super Strokers dyno #'s!
12-29-2003, 05:18 PM
#41
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The reason why all of the west coast guys don't have these crazy time slips is because of a lack of decent tracks. It is hard to compare numbers when I race at 2800 ft track with da's up to 5500 ft, with texas downhill sea level tracks that are preped with vht and have negative da's. I'm running mid elevens up there on the two times that I have gone with high winds trying to line up behind fat slicks cars. That is at a race weight of 3900+ on an iron block super stroker that was home built. I will post numbers if I ever get a deal on dyno time. Dyno numbers don't mean much to me so I am not in a hurry. The big motors are rarely setup for all out performance, and the smaller cams and intake are just a few pieces holding back power.
12-29-2003, 08:34 PM
#42
Originally Posted by 11 Bravo
There is a possibility that instead of hiding problems, some guys do not live on the internet and read all the posts to participate in a poll.
12-29-2003, 10:05 PM
#45
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cartek is building me a 427 and should be done in jan or feb 
so we will see...
i do hope to get my stock bottom end 346 in the 10.40's
before the 427 is installed
for the $$$$ the 427 better run 9.90's
so we will see...
i do hope to get my stock bottom end 346 in the 10.40's
before the 427 is installed
for the $$$$ the 427 better run 9.90's
12-30-2003, 06:45 AM
#46
Originally Posted by brent eb02
cartek is building me a 427 and should be done in jan or feb
so we will see...
i do hope to get my stock bottom end 346 in the 10.40's
before the 427 is installed
for the $$$$ the 427 better run 9.90's
so we will see...
i do hope to get my stock bottom end 346 in the 10.40's
before the 427 is installed
for the $$$$ the 427 better run 9.90's
Good Luck!!!
12-30-2003, 08:58 AM
#47
Current top-end set up on a C5-R blocked 427; ls-6 intake, 6.0 ported heads, and ported TB.
503 RWHP
509 RWTQ
Next steps... LS-X, 90 MM TB, AFR or C5-R heads. With these upgrades I'm hoping for around 530/530.
503 RWHP
509 RWTQ
Next steps... LS-X, 90 MM TB, AFR or C5-R heads. With these upgrades I'm hoping for around 530/530.
Last edited by hugger427; 12-30-2003 at 09:10 AM.
12-30-2003, 09:05 AM
#48
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MTI 422ci Motor.. Solid Roller Cam (260/266)... LS6 Heads.. 1 7/8 Stepped Headers.. Through a 200-4R with a TCS 4200 and a 12-Bolt.
467rwhp / 506rwtq unlocked.
It seems low to me... but the car does 101.8mph in the 1/8 so I dunno.
467rwhp / 506rwtq unlocked.
It seems low to me... but the car does 101.8mph in the 1/8 so I dunno.
12-30-2003, 10:09 AM
#49
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Originally Posted by 98VobraSVT
MTI 422ci Motor.. Solid Roller Cam (260/266)... LS6 Heads.. 1 7/8 Stepped Headers.. Through a 200-4R with a TCS 4200 and a 12-Bolt.
467rwhp / 506rwtq unlocked.
It seems low to me... but the car does 101.8mph in the 1/8 so I dunno.
467rwhp / 506rwtq unlocked.
It seems low to me... but the car does 101.8mph in the 1/8 so I dunno.
12-30-2003, 11:16 AM
#50
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I had:
ARE 422ci iron block
-4.060 bore
-4.075 stroke (offset ground 4.000 stroke)
-LS6 heads big valves
-1.75 longtubes and dual exhaust
-S1 Cam
-Stock water pump
-Stock serpentine
Did 475rwhp/505rwtq locked thru FLP A4 and Yank TPE 4500. Peak hp was at 5950 and the peak tq was at 4200.
If I could do it all over again I would tried a 244/244/114 or /115 cam. While my car still made very good power to 6600 I would have liked to have had it peak a little higher, and I don't think it was all due to running a stock LS6 intake. I bet with the ideas I have now I could do 500rwhp/530rwtq in a locked A4.
ARE 422ci iron block
-4.060 bore
-4.075 stroke (offset ground 4.000 stroke)
-LS6 heads big valves
-1.75 longtubes and dual exhaust
-S1 Cam
-Stock water pump
-Stock serpentine
Did 475rwhp/505rwtq locked thru FLP A4 and Yank TPE 4500. Peak hp was at 5950 and the peak tq was at 4200.
If I could do it all over again I would tried a 244/244/114 or /115 cam. While my car still made very good power to 6600 I would have liked to have had it peak a little higher, and I don't think it was all due to running a stock LS6 intake. I bet with the ideas I have now I could do 500rwhp/530rwtq in a locked A4.
12-30-2003, 12:06 PM
#51
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I believe, besides the intake manifold, that the reason these giant motors don't make giant power compared to the 346s is because of the cam selection. Most of these 400+ cubic inch motors run cams that would be of comparability to a 220 cam in a 346. Please don't shower me with the small cams can make great power comment. I know they can. However, when you spec a big cam with lots of overlap, that will make the difference, especially when a good intake hits the market.
Yes I do know these bigger motors make more area under the curve. Ya know what though, that don't mean squat at the track when your rpms never drop below 4500 rpms unless your pushing 2.73 or higher gears.
Yes I do know these bigger motors make more area under the curve. Ya know what though, that don't mean squat at the track when your rpms never drop below 4500 rpms unless your pushing 2.73 or higher gears.
12-30-2003, 12:26 PM
#52
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Originally Posted by DAPSUPRSLO
I believe, besides the intake manifold, that the reason these giant motors don't make giant power compared to the 346s is because of the cam selection. Most of these 400+ cubic inch motors run cams that would be of comparability to a 220 cam in a 346. Please don't shower me with the small cams can make great power comment. I know they can. However, when you spec a big cam with lots of overlap, that will make the difference, especially when a good intake hits the market.
Yes I do know these bigger motors make more area under the curve. Ya know what though, that don't mean squat at the track when your rpms never drop below 4500 rpms unless your pushing 2.73 or higher gears.
Yes I do know these bigger motors make more area under the curve. Ya know what though, that don't mean squat at the track when your rpms never drop below 4500 rpms unless your pushing 2.73 or higher gears.
12-30-2003, 12:34 PM
#53
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Originally Posted by Linear Velocity
Again your looking in the wrong direction, the heads not the cam is where the power is at. You really do reach a point of diminishing returns quicker than you'd think by going with a huge cam.
Take a head that flows excellent with excellent port velocity and put a tiny cam on it. Take the same head and put a large cam on it and see what happens every time up to a certain point. If you truly think the cam has nothing to do with the power output of a motor then why would anyone change there cam in the first place.
12-30-2003, 12:46 PM
#54
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Originally Posted by DAPSUPRSLO
First off, please let me know the first time I was looking in the wrong direction. Second, these heads are flowing between 300-350 cfm. According to HotRod Magazine that means they are capable of supporting between 617-720 hp. How many of these motors come close to that, not very many.
Take a head that flows excellent with excellent port velocity and put a tiny cam on it. Take the same head and put a large cam on it and see what happens every time up to a certain point. If you truly think the cam has nothing to do with the power output of a motor then why would anyone change there cam in the first place.
Take a head that flows excellent with excellent port velocity and put a tiny cam on it. Take the same head and put a large cam on it and see what happens every time up to a certain point. If you truly think the cam has nothing to do with the power output of a motor then why would anyone change there cam in the first place.
12-30-2003, 01:18 PM
#55
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Originally Posted by 98VobraSVT
My heads flow 330cfm at .600" of lift.. Ive got a cam that is larger then probably everyone that has posted so far. Duration is 260/266 My lift is greating the .670" and my car isn't making close to the HP you stated... So what gives? I know maybe if the heads had a little more work to them, maybe they would make some more power, but what your saying doesn't really add up in my case.. 467rwhp/506rwtq through a unlocked 4200 converter in my 200-4r..
Has the car been dyno tuned? Are you still using a bone stock ls6 intake? Do you have all bolt ons? What does your exhaust system compose of? I will agree that there is only so much that you can do with the stock ls6 intake but going with a large cam will help.
Also, what are the full specs of that cam.
12-30-2003, 01:27 PM
#56
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Stock LS6 Intake, Ported TB, I have ALL the bolt ons. I have Dynotech 1 7/8" Headers to a 3.5" Y-Pipe, then Corsa's (3"). I dynoed through the mufflers... I am sure if I would have had the cut-out open it would have probably made some more power, but I did not. The car was dyno tuned at MTI here in Houston with a Wideband and currently it is tuned strictly for motor. I was told that with a mix of 104 I should pick up some extra power due to the fact I had 2-3 degrees of KR.
260/266 .675" @ 112
260/266 .675" @ 112
12-30-2003, 01:32 PM
#57
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Originally Posted by 98VobraSVT
Stock LS6 Intake, Ported TB, I have ALL the bolt ons. I have Dynotech 1 7/8" Headers to a 3.5" Y-Pipe, then Corsa's (3"). I dynoed through the mufflers... I am sure if I would have had the cut-out open it would have probably made some more power, but I did not. The car was dyno tuned at MTI here in Houston with a Wideband and currently it is tuned strictly for motor. I was told that with a mix of 104 I should pick up some extra power due to the fact I had 2-3 degrees of KR.
260/266 .675" @ 112
260/266 .675" @ 112
Have you ever considered going to dual exhaust or ditching the 3" for a 4" mufflex? I bet you would find alot of power there, especially with that cam opening the exhaust valve as early as it is compared to many other cams out there.
12-30-2003, 03:14 PM
#58
Originally Posted by PaiN
I would say that was good advice. Long story short...you may find some people running resleeves with great success, but if you dig deep enough you'll probably find double that with the same sleeve system having any number of issues. They just don't get advertised heavily.
For the record, my last sleeved motor never made it to the track. After a tuning session some changes were noted in the oil. the motor was pulled out, and for now its sidelined. I have a 408 iron block in the car right now.
Too bad too.. that motor made some unreal power.
For the record, my last sleeved motor never made it to the track. After a tuning session some changes were noted in the oil. the motor was pulled out, and for now its sidelined. I have a 408 iron block in the car right now.
Too bad too.. that motor made some unreal power.
on another note, my 427 is running an S1 cam which is pretty much middle of the road yet very streetable and that was more important to me than max RWHP. However, these big blocks will benefit greatly from future top end development and improvements...the surface ain't even scratched.
As far as N20 goes...anyone can hit ther car with a 300 shot on a stock bottom end but for how long??? I can hit my forged/billet 427 with a 300 shot and have room left for more...
Bottom line, it's pretty hard to achieve NA 500 RWHP on a 346 platform and still be streetable.
12-30-2003, 03:56 PM
#59
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MTI also built my C5R based 427 motor utilizing the S1 cam (244/244, .612 lift on a 112lsa) and running MTI stage III ported LS6 heads. Through my 98 C5 A4 with my Yank PT 4000 stall, 3.73s and et streets, the brand new motor on its initial dyno runs set up VERY CONSERVATIVELY and RUNNING PIG RICH made 470rwhp and 539rwtq. The car is FREAKIN QUICK and will hit the track this season now that FLP just put in their newest LEVEL 5 4L65E tranny and my old tranny was spanking the rev limiter depsite mega tuning. Assuming hook up with et streets i expect the car will et between 10.5 and 10.7 around 127/128mph, but only time will tell. I can tell you this, with the exact same set up suspension wise, stall wise and rear end the car ran mid 11s at 118mph with 100 less rwhp and torque and on the highway spanks my buddies 422 stroker that runs 10.8s on motor.
I went to the C5R motor after the big piece of JUNK callies crank (4.125 stroke) in a 427 ironblock i was running with a 4.060 overbore failed and the reuluctor wheel crapped out. I was told the geometry of the iron motor with that bore and large 4.125 stroke was off and that is where my oil consumption problems also stemmed from. The LSX intake and 1 7/8 KOOKS HEADERS and running a little less rich (after warranty period expires) should really wake my MOTOR UP but only time will tell!!!!
I went to the C5R motor after the big piece of JUNK callies crank (4.125 stroke) in a 427 ironblock i was running with a 4.060 overbore failed and the reuluctor wheel crapped out. I was told the geometry of the iron motor with that bore and large 4.125 stroke was off and that is where my oil consumption problems also stemmed from. The LSX intake and 1 7/8 KOOKS HEADERS and running a little less rich (after warranty period expires) should really wake my MOTOR UP but only time will tell!!!!