FAST102/92 vs LS6 on Cam Only LS1
04-05-2012, 08:35 PM
#61
Made it back to the track this past weekend without the headwind but was quite humid and eventually rained us out shortly after these runs. Track prep was non existant so the 60's suffered some but I did manage to get the shift points dialed in prior to this track outing and seemed to help the trap speed quite a bit.
Best pass this time was a 11.54@120 on a high 1.6 60'. I really need a gear and a 26" tire to get me up in the RPM on the big end. Right now it needs a good 150-200 shot to use the gear it has with the 28's haha.
Best pass this time was a 11.54@120 on a high 1.6 60'. I really need a gear and a 26" tire to get me up in the RPM on the big end. Right now it needs a good 150-200 shot to use the gear it has with the 28's haha.
04-09-2012, 10:05 PM
#63
Ditch the cam and heads for a more track proven setup and you'll get the results! TEA CNC 243/799 along with a nice custom spec cam will get you better results. I spec'd my cam myself and appears to be rocking!
Pulled a new best at the track this past Saturday. DA was ~1400ft
http://www.youtube.com/watch?v=PQlIMjaOFsI
Pulled a new best at the track this past Saturday. DA was ~1400ft
http://www.youtube.com/watch?v=PQlIMjaOFsI
06-17-2012, 03:44 AM
#66
No new updates, it's gotten hot here in KY and I've not done anymore modding to the car. Actually it will be getting de-modded actually cause the FAST102 is going to be used on my Camaro.
Also I want to clarify to all those that know Dyno Dynamics dyno's, these numbers had an extra 13% added to them to read similar to DJ numbers. I had dyno'd the car at LSFest back in the Fall of 2011 on a dynojet 224x and it made 395rwhp. I then dyno'd it on my Dyno Dynamics with only weather corrections and it made 349rwhp. I then calculated the difference and came up with 1.13x for the correction to read like the DJ.
So with that said the Dyno Dynamics numbers are as follows:
LS6 Intake: 349.8hp
FAST Intake: 381.3hp
ARH Headers: 388.7
Also I want to clarify to all those that know Dyno Dynamics dyno's, these numbers had an extra 13% added to them to read similar to DJ numbers. I had dyno'd the car at LSFest back in the Fall of 2011 on a dynojet 224x and it made 395rwhp. I then dyno'd it on my Dyno Dynamics with only weather corrections and it made 349rwhp. I then calculated the difference and came up with 1.13x for the correction to read like the DJ.
So with that said the Dyno Dynamics numbers are as follows:
LS6 Intake: 349.8hp
FAST Intake: 381.3hp
ARH Headers: 388.7
08-26-2012, 05:59 PM
#71
Funny you say heads.... I have a nice freshly CNC'd set of 799's with TEA's stage 2 port job and milled to 61cc that will be going on in the upcoming few weeks. Trying to get it finished before Holley LSFest so I can get a good comparison on how it does on the same track. I'll keep you guy's updated.
The next mod after the heads is to pull the intake back off and send up the road to Brian Tooley for his port matching to the CNC job to see what benefit that gives over the un-touched intake.
The next mod after the heads is to pull the intake back off and send up the road to Brian Tooley for his port matching to the CNC job to see what benefit that gives over the un-touched intake.
08-26-2012, 09:32 PM
#72
Funny you say heads.... I have a nice freshly CNC'd set of 799's with TEA's stage 2 port job and milled to 61cc that will be going on in the upcoming few weeks. Trying to get it finished before Holley LSFest so I can get a good comparison on how it does on the same track. I'll keep you guy's updated.
The next mod after the heads is to pull the intake back off and send up the road to Brian Tooley for his port matching to the CNC job to see what benefit that gives over the un-touched intake.
The next mod after the heads is to pull the intake back off and send up the road to Brian Tooley for his port matching to the CNC job to see what benefit that gives over the un-touched intake.
Brian is the best bar none!
09-25-2012, 11:30 AM
#73
Swapped the heads onto the car and it is now up to 418rwhp dynodynamics numbers and if you use the 13% correction for DJ comparison that comes to 472rwhp. That is a happy DJ though, I would say on a normal DJ this thing would be in the neighborhood of 455-460hp.
I've not gotten any track times due to my work schedule but hopefully here in the next few weeks I can get to the track and see how it does. I'm hoping for a 10.99 @ 124-125 or so. I also have now got 26" 275/50/15 DR's and switched to a 3.73 gear so a reduction in tire size along with better gear should also help alot with ET and trap.
I've not gotten any track times due to my work schedule but hopefully here in the next few weeks I can get to the track and see how it does. I'm hoping for a 10.99 @ 124-125 or so. I also have now got 26" 275/50/15 DR's and switched to a 3.73 gear so a reduction in tire size along with better gear should also help alot with ET and trap.
09-25-2012, 02:05 PM
#74
Swapped the heads onto the car and it is now up to 418rwhp dynodynamics numbers and if you use the 13% correction for DJ comparison that comes to 472rwhp. That is a happy DJ though, I would say on a normal DJ this thing would be in the neighborhood of 455-460hp.
I've not gotten any track times due to my work schedule but hopefully here in the next few weeks I can get to the track and see how it does. I'm hoping for a 10.99 @ 124-125 or so. I also have now got 26" 275/50/15 DR's and switched to a 3.73 gear so a reduction in tire size along with better gear should also help alot with ET and trap.
I've not gotten any track times due to my work schedule but hopefully here in the next few weeks I can get to the track and see how it does. I'm hoping for a 10.99 @ 124-125 or so. I also have now got 26" 275/50/15 DR's and switched to a 3.73 gear so a reduction in tire size along with better gear should also help alot with ET and trap.
Very nice numbers.
10-06-2012, 08:52 AM
#75
Got to the track and the head only swap got me down to an 11.13 @ 123mph. Had the exact same DA as when I ran the 11.39@120 so it's a good apples to apples comparison. I wanted the heads to pick me up more than they did but I believe I'm going to have to tweak the camshaft now with the larger runners and valves, maybe just advance this cam a couple degrees to get some more meat in the 5000-6000rpm region.
I'll upload a couple video's once I get a chance.
Either way I'm tickled with a legit full weight car running so close to the 10's with a 107K mile OEM shortblock.
I'll upload a couple video's once I get a chance.
Either way I'm tickled with a legit full weight car running so close to the 10's with a 107K mile OEM shortblock.
Last edited by LSxPwrDZ; 10-06-2012 at 09:21 AM.
10-06-2012, 09:12 AM
#76
Got to the track and the head only swap got me down to an 11.13 @ 123mph. Had the exact same DA as when I ran the 11.39@120 so it's a good apples to apples comparison. I wanted the heads to pick me up more than they did but I believe I'm going to have to tweak the camshaft now with the larger runners and valves, maybe just advance this cam a couple degrees to get some more meat in the 5000-6000rpm region.
Either way I'm tickled with a legit full weight car running so close to the 10's with a 107K mile OEM shortblock.
Either way I'm tickled with a legit full weight car running so close to the 10's with a 107K mile OEM shortblock.
10-06-2012, 09:32 AM
#77
I think it's mostly IVC point wasting some cylinder filling because of the larger runner and valve. The air column is now different and having quite a bit larger cross section and volume will tune a little differently so I'm thinking I'm gonna move my IVC point from 47.5 to 45.5 and might try a little larger exhaust lobe as well. I have a 243* LSL exhaust lobe right now and want to use a 246 extreme rpm hi lift lobe.
10-06-2012, 05:26 PM
#78
I think it's mostly IVC point wasting some cylinder filling because of the larger runner and valve. The air column is now different and having quite a bit larger cross section and volume will tune a little differently so I'm thinking I'm gonna move my IVC point from 47.5 to 45.5 and might try a little larger exhaust lobe as well. I have a 243* LSL exhaust lobe right now and want to use a 246 extreme rpm hi lift lobe.
Nothing wrong with that, but I would think that if you could keep the IVC where it is at 47.5, but open the intake valve sooner, you would keep the same peak power, the same rpm in which peak horsepower is made while gaining that under the curve 5000-6000rpm torque back from opening it sooner which would also gain you dynamic and help with low speed torque production.
IMO that would make for a fatter curve, but there are many ways to skin the proverbial cat in this situation.
I too think that the 246 Extreme RPM lobe would be a great choice. I have been using it a lot lately with great results over the LSL exhaust lobe. I honestly wouldn't be afraid to throw the 248 lobe on it either.
Great numbers james and with a little more tweaking I'm sure you'll be in the 10's!
10-06-2012, 06:18 PM
#79
Yeah the dynamic compression is what I'm after and I really didn't want or feel the need to use larger than a 235 intake lobe so to get the intake valve open sooner and closed slightly sooner will bring peak power down a fuzz if the same exhaust event was used however with the addition of a larger exhaust lobe and the lobe profile that should extend rpm roughly back to where I'm at and maybe a bit further. Ultimately the 5000-6000rpm area is my main concern of getting torque and power up. I don't even know that such a little change in the cam I have and the new one I want would have much if any effect... maybe over the winter if I get slow enough I can give it a try just as a test.
10-06-2012, 08:57 PM
#80
Yeah the dynamic compression is what I'm after and I really didn't want or feel the need to use larger than a 235 intake lobe so to get the intake valve open sooner and closed slightly sooner will bring peak power down a fuzz if the same exhaust event was used however with the addition of a larger exhaust lobe and the lobe profile that should extend rpm roughly back to where I'm at and maybe a bit further. Ultimately the 5000-6000rpm area is my main concern of getting torque and power up. I don't even know that such a little change in the cam I have and the new one I want would have much if any effect... maybe over the winter if I get slow enough I can give it a try just as a test.
I think you're on the right path though...I'd be looking to do nearly the exact same thing if that was my goal.