C5 Z06 Pat G/EPS 226/230 cam only, makes 450/434??????????
02-03-2012, 08:20 AM
#22
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I had a cam only 04 Z06 with all bolt-ons and a lil smaller cam that put down 442RWHP and 407RWTQ your hp seems right but TQ is high my highest trap was 128mph to give a comparison
02-03-2012, 10:23 AM
#23
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02-03-2012, 11:37 AM
#26
If it is 1.14 on the correction factor, its adding 14% to the uncorrected results, which is telling. Assuming your at or near sea level with 65ish temps your correction factor should be much closer to 1.00 STP/STD or. 96 for SAE, which would take your uncorected power and take away some power when corrected.
SAE or STP/STD corrected?
Last edited by SweetS10V8; 02-03-2012 at 11:43 AM.
02-03-2012, 12:54 PM
#27
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Absolutely I want to get to the bottom of it. Because now I look stupid, swearing up and down and side to side that it's absolutely absurd to even think that a stock headed 346 motor with full exhaust and a 226/230 cam is legitimately making 450hp/434tq. It's driving me insane!
Ok. I'm calm..... Lol
Ok. I'm calm..... Lol
02-07-2012, 09:40 PM
#29
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The correction factor was 1.114 and when I had my car on the same dyno, mine was 1.110.... This is crazy talk!!
EPS 226/230 111lsa. If you want insane cam only power, get this one....??? Lol
EPS 226/230 111lsa. If you want insane cam only power, get this one....??? Lol
02-08-2012, 05:11 PM
#31
I don't know why you keep saying that your 226/230 113 +2 cam is the same as Steve's 226/230 111 +2 cam. They are more different than you're giving credit.
The 111LSA cam has 6 degrees of overlap, the 113LSA cam has 2 degrees. With a good scavenging exhaust, 4 degrees of overlap is worth some power. Steve's DCR was 8.27:1 with the 111 +2 cam, yours was 8.14:1. That extra DCR pumps up mid-range torque. More torque. Steve's 111 +2 cam also uses the newer LXL lobes for the exhaust. Not sure if the quieter, softer closing, higher lift lobe is helping make more power, but it is another change from your EPS/EPS lobed cam.
Not sure if your CTS-V still has the heavy stock flywheel, but those really pull down dyno numbers on those that still run them. Vettes are know for putting down better numbers than CTS-Vs. The cold air intakes and exhaust routing is typically better than the Cadillacs. Small differences of course, but it's not exactly an apples to apples comparison.
The 111LSA cam has 6 degrees of overlap, the 113LSA cam has 2 degrees. With a good scavenging exhaust, 4 degrees of overlap is worth some power. Steve's DCR was 8.27:1 with the 111 +2 cam, yours was 8.14:1. That extra DCR pumps up mid-range torque. More torque. Steve's 111 +2 cam also uses the newer LXL lobes for the exhaust. Not sure if the quieter, softer closing, higher lift lobe is helping make more power, but it is another change from your EPS/EPS lobed cam.
Not sure if your CTS-V still has the heavy stock flywheel, but those really pull down dyno numbers on those that still run them. Vettes are know for putting down better numbers than CTS-Vs. The cold air intakes and exhaust routing is typically better than the Cadillacs. Small differences of course, but it's not exactly an apples to apples comparison.
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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.
02-08-2012, 05:26 PM
#32
Ask the dyno owner what the inertial weight he had entered for the driveline weight. Also if the temp was 65* and humidity was decent with a decent baro the air density correction should have been closer to 0.95x. The 1.14 correction you are talking about is probably the "extra correction" that alot of dyno dynamics owners use to get equivalent to dynojet numbers. On my dyno dynamics we have that set at 1.13 with testing from ours to a dynojet so it reads the same. Without that extra correction calibrated these dynos read STUPID low numbers. My cam only ls1 only managed 350rwhp with the extra correction set to 1.00x
02-08-2012, 06:02 PM
#33
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Sorry pat. I forget all the numbers. Just crazy to think all these small things add up to so much. With all this being said, if he were to switch to a EPS/LXL 230/234 113+3 what would the numbers look like, roughly?
02-09-2012, 08:41 AM
#34
Don't have dyno numbers but it gained significantly from idle to redline (which I moved up to 6600rpm and it feels like it's still pulling) over my old 230/224 XE lobed cam.
I was most surprised by the bump in low end where I was more worried about losing power. I hope to get new track numbers Sunday, but on the street there is almost no comparison.
