LQ9 404ci L92 heads/LS3 intake
11-11-2010, 07:58 PM
#1
LQ9 404ci L92 heads/LS3 intake Hi, tomorrow I'm going to dyno tune my new engine, its a TSP LQ9 404ci. Here's my setup:
- Eagle crank and rods
- Diamond racing pistons -10cc
- Ported L92 heads 345cfm @ .600, 352 @ .650, 64cc chamber
- Ported LS3 intake by JeremyF of Faster proms with 92mm Fast TB
- Patrick G custom cam 227/235 .639 .621 114LSA+2 LSK/LSL lobes
- SLP LID
- 85mm MAF
- Powerbond underdrive pulley
- ARH 1 3/4 headers with catted Y pipe
- 3in single cut out after the Y, Magnaflow catback.
Through a 9 in moser rear end w/ 4.11s, 3in steel driveshaft, Textralia OZ700 z grip. Stock SS/ZR1 wheels.
Compression is around 10.7:1, running on 91 octane gas. So I will not run a lot of timing.
My last 6.0L had the same parts, compression was 10:1 and I made 463 rwhp on a Dynocom dyno. 430rwhp on a Mustang Dyno. I just upgrade to 404ci short block. Tomorrow I put it on the Mustang dyno. I hope for 470rwhp, so near 500rwhp on dynojet dyno type. I know my exhaust is a little bit restrictive and slp lid, 85mm maf may hold it up a bit, but we'll see!
What do you think?
- Eagle crank and rods
- Diamond racing pistons -10cc
- Ported L92 heads 345cfm @ .600, 352 @ .650, 64cc chamber
- Ported LS3 intake by JeremyF of Faster proms with 92mm Fast TB
- Patrick G custom cam 227/235 .639 .621 114LSA+2 LSK/LSL lobes
- SLP LID
- 85mm MAF
- Powerbond underdrive pulley
- ARH 1 3/4 headers with catted Y pipe
- 3in single cut out after the Y, Magnaflow catback.
Through a 9 in moser rear end w/ 4.11s, 3in steel driveshaft, Textralia OZ700 z grip. Stock SS/ZR1 wheels.
Compression is around 10.7:1, running on 91 octane gas. So I will not run a lot of timing.
My last 6.0L had the same parts, compression was 10:1 and I made 463 rwhp on a Dynocom dyno. 430rwhp on a Mustang Dyno. I just upgrade to 404ci short block. Tomorrow I put it on the Mustang dyno. I hope for 470rwhp, so near 500rwhp on dynojet dyno type. I know my exhaust is a little bit restrictive and slp lid, 85mm maf may hold it up a bit, but we'll see!
What do you think?
11-12-2010, 07:19 AM
#6
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Good luck. You are going to be impressed with the driveabilty of these heads. We put down 508 with a 85mm maf, 90 mm TB, unported l76, 4.11's,and 1/34 x 17/8 headers. The maf didn't hurt flow on our build.
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11-12-2010, 05:14 PM
#8
I have the results, I very surprise of the powerband. It didn't react how I would think with the 404ci stroker. All runs with a Mustang dynometer.
Close cutout: 422whp & 425 wtq SAE
Open cutout: 430whp & 433 wtq SAE
My old 6L dyno is 431whp & 388 wtq SAE open cut out...
So.. seems like the powerband move to lower rpm and I have the same whp as my old 6.0L but a lot more torque!
The car seems a lot more powerful, its the torque feeling. If I want more HP I will need a bigger cam !!
Timing at peak hp was 22.5°. Its a LS3 2010 camaro timing table, we cannot add more timing because it was knocking. Crappy Canada 91oct fuel
AFR was 12.6 open cutout.
First graph is open cutout vs close
Comparison graph 6.6L versus my old 6.0L
Video of the dyno run
http://www.youtube.com/watch?v=vlj8bvPozYw
Close cutout: 422whp & 425 wtq SAE
Open cutout: 430whp & 433 wtq SAE
My old 6L dyno is 431whp & 388 wtq SAE open cut out...
So.. seems like the powerband move to lower rpm and I have the same whp as my old 6.0L but a lot more torque!
The car seems a lot more powerful, its the torque feeling. If I want more HP I will need a bigger cam !!
Timing at peak hp was 22.5°. Its a LS3 2010 camaro timing table, we cannot add more timing because it was knocking. Crappy Canada 91oct fuel
AFR was 12.6 open cutout.
First graph is open cutout vs close
Comparison graph 6.6L versus my old 6.0L
Video of the dyno run
http://www.youtube.com/watch?v=vlj8bvPozYw
Last edited by PwrdbyLS1; 11-12-2010 at 07:17 PM. Reason: Add video
11-12-2010, 10:16 PM
#9
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That is what I would have expected with the small cam and those heads...the cam does not allow the engine to take in the air it needs and those heads can support. C
11-13-2010, 08:03 AM
#12
Is the knock real?
I went thru the knock thing with my LS2, could not even run the base timing. Colder plug's & some re working of knock retard attack/decay tables & the power improved. There is more to gained yet, I'm parked for the winter.
That is with Canadian BC gas by the way.....not BC Bud.
I went thru the knock thing with my LS2, could not even run the base timing. Colder plug's & some re working of knock retard attack/decay tables & the power improved. There is more to gained yet, I'm parked for the winter.
That is with Canadian BC gas by the way.....not BC Bud.
11-13-2010, 10:28 AM
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Have you had any first hand experience with that? Im curious as when i dynoed a 418 ls3 motor i saw absolutely no gain going from 22-27 of total timing. afr was consistent.
11-13-2010, 12:30 PM
#15
I would like to peak around 6500 rpm, so I'll need a bigger cam to move the powerband higher. A cam that will lower my dynamic compression so I'll be able to put more timing and gain more hp.
I dont know if the knock is real, its a stock timing table from a 2010 Camaro SS LS3. I have similar compression to a LS3 and a bigger cam so... Can a bad knock sensor can see a false knock?
My plugs are BR7EF, is this plugs cold enough?
I dont know if the knock is real, its a stock timing table from a 2010 Camaro SS LS3. I have similar compression to a LS3 and a bigger cam so... Can a bad knock sensor can see a false knock?
My plugs are BR7EF, is this plugs cold enough?
You have the 6 cylinder used in previous threads?
11-13-2010, 09:08 PM
#19
I would like to peak around 6500 rpm, so I'll need a bigger cam to move the powerband higher. A cam that will lower my dynamic compression so I'll be able to put more timing and gain more hp.
I dont know if the knock is real, its a stock timing table from a 2010 Camaro SS LS3. I have similar compression to a LS3 and a bigger cam so... Can a bad knock sensor can see a false knock?
My plugs are BR7EF, is this plugs cold enough?
I dont know if the knock is real, its a stock timing table from a 2010 Camaro SS LS3. I have similar compression to a LS3 and a bigger cam so... Can a bad knock sensor can see a false knock?
My plugs are BR7EF, is this plugs cold enough?
Last edited by Ryne @ CMS; 11-13-2010 at 09:29 PM.
11-14-2010, 09:31 AM
#20
So on a DJ with a stock 10 bolt you'd probably be looking at 460ish. And in my opinion at least 20 more up top with a free flowing intake tract and fast 102 with some 1-7/8 headers. I also had a lot of knock issues once I started real mods, it was all in my knock table. It was way to aggressive compared to every other .bin I looked at. Same issue ctd referenced. Were those runs in third gear?