L92 with ported heads and carb prediction
Wow back from the grave! God we've had this engine a long time...
It keeps getting bumped in favor of other, more immediate, projects. Also, the budget took a big hit when my dad grenaded the powerglide in his drag car.
That said we almost have all the parts for it. March - June we don't really run much and we're hoping to have the car ready for the summer.
We decided on a cam grind. Its 239/252 on 110 .600/.600 that comp did for us. Haven't had it in the engine yet to check piston to valve clearance. There's a slim chance it may have enough clearance, but more than likely it'll be too close.
The rockers are headed out to CHE to be bushed.
UPS dropped off the Vic Jr. single plane intake a couple days ago.
When the rockers are back and we get the ARP hardware it'll be ready to go together!
It keeps getting bumped in favor of other, more immediate, projects. Also, the budget took a big hit when my dad grenaded the powerglide in his drag car.
That said we almost have all the parts for it. March - June we don't really run much and we're hoping to have the car ready for the summer.
We decided on a cam grind. Its 239/252 on 110 .600/.600 that comp did for us. Haven't had it in the engine yet to check piston to valve clearance. There's a slim chance it may have enough clearance, but more than likely it'll be too close.
The rockers are headed out to CHE to be bushed.
UPS dropped off the Vic Jr. single plane intake a couple days ago.
When the rockers are back and we get the ARP hardware it'll be ready to go together!
I'd say you should easily surpass 600fwhp, but cam selection will be the key factor. Everything else should easily support your effort.
Mike
Awesome! Thanks for the info Mike.
What cam would you consider changing to? We picked something a little smaller on the intake to try and clear the piston without cutting it. I think a 248/260 with low 600 lift on 110 or 108 would run like crazy.
All the ARP hardware is in the mail and when it gets here we can check piston to valve clearance.
What cam would you consider changing to? We picked something a little smaller on the intake to try and clear the piston without cutting it. I think a 248/260 with low 600 lift on 110 or 108 would run like crazy.
All the ARP hardware is in the mail and when it gets here we can check piston to valve clearance.
Wow! I forgot about this thread. I just found it in my bookmarks from 2 years ago.
We've had the car running since February last year. It is a blast!
Have run a best of 10.30@129.25 at Fontana with no mufflers. Race weight is 3200 pounds with driver. It'd run 10.teens or maybe 10.0x at Bakersfield or Sonoma in perfect conditions.
Dyno'd it not long ago on a chassis dyno. It made 528whp through the mufflers and a powerglide with a 5200stall converter. Peak power was about 7200rpm through a 750 Holley carb. Best power was 28 degrees of timing.
Running 91 octane fuel.
Stock bottom end L92 w/ ARP main studs and rod bolts
Edelbrock Vic Jr. w/ Holley 750 - port matched to the heads
MSD 6-LS computer
L92 heads with Lingenfelter CNC ported. About 10.4:1 compression
Comp 239/252 custom on 110 low 600's lift
Hedman 1 3/4 to 1 7/8 step headers into dual 3" mufflers
We've had the car running since February last year. It is a blast!
Have run a best of 10.30@129.25 at Fontana with no mufflers. Race weight is 3200 pounds with driver. It'd run 10.teens or maybe 10.0x at Bakersfield or Sonoma in perfect conditions.
Dyno'd it not long ago on a chassis dyno. It made 528whp through the mufflers and a powerglide with a 5200stall converter. Peak power was about 7200rpm through a 750 Holley carb. Best power was 28 degrees of timing.
Running 91 octane fuel.
Stock bottom end L92 w/ ARP main studs and rod bolts
Edelbrock Vic Jr. w/ Holley 750 - port matched to the heads
MSD 6-LS computer
L92 heads with Lingenfelter CNC ported. About 10.4:1 compression
Comp 239/252 custom on 110 low 600's lift
Hedman 1 3/4 to 1 7/8 step headers into dual 3" mufflers
At 129.5 it hit the 7400rpm chip.
I shift at about 7 and most of the time I go through the lights at 71 or 72.
Walking that fine line between trying to run it where it's happy and keeping the rods in it.
I shift at about 7 and most of the time I go through the lights at 71 or 72.
Walking that fine line between trying to run it where it's happy and keeping the rods in it.
Last edited by spanks13; Oct 24, 2014 at 02:58 PM.
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Verdad Gallardo Below 6500 is goofy because of the converter. I can't figure out how to get it to display torque.
The power dipped because it hit the chip at 7400. Would love to be able to run it out and see how far it carries the power.
The power dipped because it hit the chip at 7400. Would love to be able to run it out and see how far it carries the power.
Wow. 7400 Peak HP. Looking at the valve events on that cam, I am surprised they did not suggest your run it on 106 ICL. Not that the 2 degrees will make much difference, but considering where you are shifting, moving the power lower in the Rs might be helpful.
Thanks for the tip! Missed that completely.
It would probably run marginally better with the ICL ground at 106 vs 108. Like you said it would be a very slight change. I think this combo just likes to rev. It's in more than just the cam. Looks like it's ready to go for another 500 rpm lol.
Planning on doing a 4.125 bore build next with some ported ls7 heads. A friend of ours is going to a forged rotating assembly and mast heads on his twin turbo ls7 car so we're going to steal the parts for (hopefully) cheap. Haven't decided if it'll be a mechanical roller or hydraulic. Probably build a 388 or something similar as the car can't handle much more torque on the 9" tire. Either way it's going to want to run to 8 grand.
The headers are nice! Not bad for an out of the box swap header.
It would probably run marginally better with the ICL ground at 106 vs 108. Like you said it would be a very slight change. I think this combo just likes to rev. It's in more than just the cam. Looks like it's ready to go for another 500 rpm lol.
Planning on doing a 4.125 bore build next with some ported ls7 heads. A friend of ours is going to a forged rotating assembly and mast heads on his twin turbo ls7 car so we're going to steal the parts for (hopefully) cheap. Haven't decided if it'll be a mechanical roller or hydraulic. Probably build a 388 or something similar as the car can't handle much more torque on the 9" tire. Either way it's going to want to run to 8 grand.
The headers are nice! Not bad for an out of the box swap header.
the only thing holding squareport 6.0's back from reving REALLY big is valvetrain control. beyond about 7400-7500, you need carefull prep, and component selection, even that will only buy you a couple hundred more. And I know about that first hand.
Go solid roller, and there is rpms to be had....
Go solid roller, and there is rpms to be had....
