454 with TFS 245's/Fast 102 makes 705 hp/630 tq *599 rwhp* *video* *9's N/A*
05-02-2010, 09:38 PM
#1
454 with TFS 245's/Fast 102 makes 705 hp/630 tq *599 rwhp* *video* *9's N/A* I finally got the opportunity to build the engine that I've wanted for a long time. My goal was to make 700 hp at the crank N/A with a hyd roller cam on pump gas. I got a deal on a LS7 block from SMC Performance in Michigan, a killer stroker kit from Wiseco/K1 Technologies with 4.250 stroke and 6.125 rods, a custom cam from Geoff Skinner at Engine Power Systems, a special set of TFS 245 heads from Total Engine Airflow and a Fast 102 intake.
The engine was dyno tested at Westech in California for a good relative comparison. This same basic combination of 454/TFS heads only made 650 hp on this same dyno last month, so you will see how attention to detail makes the difference.
I have to admit that I talked to everyone I know who grinds custom cams, including Jay Allen at Camshaft Innovations, Ron at Vengeance, and others. I gave the nod to Geoff because he has the fastest N/A hyd roller cammed LS car in the country running one of his cams, Coleman Roddy, 9.20s @ 147, 440/TFS 245s.
The cam specs will not be posted or given out, so please dont ask, the duration is not as much as you would think, but the LSA/ICL would surprise most. The cam is actually retarded a few degrees from where Geoff ground it because I thought the engine would make plenty of torque, and with the air speed that would be generated, it made sense to me to close the intake valve a few degrees later in order to reach our power goal. This closing point would probably not work with LS7 heads.
The heads feature standard intake ports and chambers, the intake valves are LS3s turned down to 2.10 and weigh 87 grams. The exhaust port is a special nitrous exhaust port that can be cut into ANY CNC TFS LS head made. This exhaust port requires a special 50 degree valve job which I ran on my old engine for a couple of years without wear, so I had no reservations with running it. I turned the exhaust valves down to 1.58 because I felt that is all the engine needed. The thinking with this N2O exhaust port on this engine is the fact that we were only running 1 7/8 headers, and it is 454 cubic inches, so we needed all the exhaust flow we could get. The 50 degree seat actually reduces flow at very low lifts, which reduces over scavenging during overlap, which is critical for helping a long runner intake make peak power.
The stroker kit worked out GREAT, we didnt have to add any material to the crank, it only took me about 5 minutes to grind the block to clear it. The rod to cam clearance was only about .020, so I touched the rods on the grinder to end up with .050, but they would have probably worked the way they were.
The block was a blem, the lifter bores were .080 undersize and had the wrong main caps on it. I sent it to Gressman Power Sports in Fremont, OH and he made the block perfect in every respect. I am totally impressed with the machine work he did.
I spent a good deal of time port matching the heads and Fast intake together. For those not familiar with the new Fast 102, it has 8 individual runners and the port match can be made almost perfect. I could see the intake face of the head through the injector hole, so I opened up that area also.
I ran LS7 lifters that I made travel limiters for, 3/8 pushrods and 1.8 ratio rocker arms.
I have not compared this dyno sheet to an engine of the same size with LS7 style heads, but I would anticipate my engine would make more average torque. EDIT: Just found a dyno sheet of a much more expensive resleeved 454 and that engine is down about 50 lb ft of torque at 4100. Where this engine breaks 600 lb ft of torque by 4100, most LS7 headed 454 combos are at 550 lb ft.
Dyno sheet
Pic
The engine was dyno tested at Westech in California for a good relative comparison. This same basic combination of 454/TFS heads only made 650 hp on this same dyno last month, so you will see how attention to detail makes the difference.
I have to admit that I talked to everyone I know who grinds custom cams, including Jay Allen at Camshaft Innovations, Ron at Vengeance, and others. I gave the nod to Geoff because he has the fastest N/A hyd roller cammed LS car in the country running one of his cams, Coleman Roddy, 9.20s @ 147, 440/TFS 245s.
The cam specs will not be posted or given out, so please dont ask, the duration is not as much as you would think, but the LSA/ICL would surprise most. The cam is actually retarded a few degrees from where Geoff ground it because I thought the engine would make plenty of torque, and with the air speed that would be generated, it made sense to me to close the intake valve a few degrees later in order to reach our power goal. This closing point would probably not work with LS7 heads.
The heads feature standard intake ports and chambers, the intake valves are LS3s turned down to 2.10 and weigh 87 grams. The exhaust port is a special nitrous exhaust port that can be cut into ANY CNC TFS LS head made. This exhaust port requires a special 50 degree valve job which I ran on my old engine for a couple of years without wear, so I had no reservations with running it. I turned the exhaust valves down to 1.58 because I felt that is all the engine needed. The thinking with this N2O exhaust port on this engine is the fact that we were only running 1 7/8 headers, and it is 454 cubic inches, so we needed all the exhaust flow we could get. The 50 degree seat actually reduces flow at very low lifts, which reduces over scavenging during overlap, which is critical for helping a long runner intake make peak power.
The stroker kit worked out GREAT, we didnt have to add any material to the crank, it only took me about 5 minutes to grind the block to clear it. The rod to cam clearance was only about .020, so I touched the rods on the grinder to end up with .050, but they would have probably worked the way they were.
The block was a blem, the lifter bores were .080 undersize and had the wrong main caps on it. I sent it to Gressman Power Sports in Fremont, OH and he made the block perfect in every respect. I am totally impressed with the machine work he did.
I spent a good deal of time port matching the heads and Fast intake together. For those not familiar with the new Fast 102, it has 8 individual runners and the port match can be made almost perfect. I could see the intake face of the head through the injector hole, so I opened up that area also.
I ran LS7 lifters that I made travel limiters for, 3/8 pushrods and 1.8 ratio rocker arms.
I have not compared this dyno sheet to an engine of the same size with LS7 style heads, but I would anticipate my engine would make more average torque. EDIT: Just found a dyno sheet of a much more expensive resleeved 454 and that engine is down about 50 lb ft of torque at 4100. Where this engine breaks 600 lb ft of torque by 4100, most LS7 headed 454 combos are at 550 lb ft.
Dyno sheet
Pic
Last edited by Brian Tooley Racing; 11-28-2010 at 08:17 PM.
05-03-2010, 12:00 AM
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I have not compared this dyno sheet to an engine of the same size with LS7 style heads, but I would anticipate my engine would make more average torque. EDIT: Just found a dyno sheet of a much more expensive resleeved 454 and that engine is down about 50 lb ft of torque at 4100.
Dyno sheet
Pic
Dyno sheet
Pic
https://ls1tech.com/forums/texas-mem...vids-pics.html
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05-03-2010, 09:56 AM
#13
Beautiful power curve! 
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
