Mild Pat G Spec Cam results. Low numbers?
#1
Mild Pat G Spec Cam results. Low numbers?
Well, I recently had a Pat G spec cam installed and removed all of the DOD components. The cam is 222/226 .597/.605 114+2. I have Kooks 1 7/8 mid length headers w/high flow cats, Vararam intake, MagnaFlow cat-back and the car was street tuned with a wideband after the install. I know I would make a little more with long tubes and getting rid of the cats, but I seem to be pretty far off from other G8s with almost identical cams. I know it is probably pointless to compare dyno results, but I was expecting a bit more. The car made 361hp and 350tq. Not too impressive if you ask me.
http://www.youtube.com/watch?feature...&v=EhMOuJLzzWc
http://www.youtube.com/watch?feature...&v=EhMOuJLzzWc
#3
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From what I've read, the IRS sucks up some power, like on the 04-07 V. I'm running almost the identical cam, and mine pulls hard to 62-6300rpm through a 4L60E and 1 1/2" primary mids with the time in my sig, and I'm not done tuning it yet. Like DietCoke said, pull a little fuel from it and see how she likes it. Mine is @ ~12.9-13.0 if I remember correctly. Don't get too wrapped up in the numbers, but that still looks low, even for that cam. Run it, and report back.
#4
I know the powertrain is sucking some power, but it seems very low in comparison to other G8s with mild cams. I'm trying not to get too caught up in numbers, I just want to be sure I'm making the most out of what I have. As far as running rich, I'm not sure. It was tuned by John Weeks on the street, I'm pretty sure he knows what he's doing. Although, I guess something could have changed in the last few weeks.
#5
After taking another look it does look like it is running a little rich up top. I'll have to see what I can do about that.
#7
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No disrespect to Pat and/or Geoff (both are great knowledgeable guys), but L76 / LS3 engines respond much better to a lot more exhaust duration from my personal experience. Earlier on I tried some 4-6 degree splits on those engines with mediocre results. Once I reformulated and went to a 10-12 degree split the cars were picking up much more power and TQ.
FWIW, you can run a mid 220's intake / mid 230's exhaust on a 114-115 in those engines and still retain excellent driveability. The necessity to go with a "baby" cam in an attempt to keep good driving manners went away with the GEN IV engines and new PCM's.
Good luck.
FWIW, you can run a mid 220's intake / mid 230's exhaust on a 114-115 in those engines and still retain excellent driveability. The necessity to go with a "baby" cam in an attempt to keep good driving manners went away with the GEN IV engines and new PCM's.
Good luck.
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#8
No disrespect to Pat and/or Geoff (both are great knowledgeable guys), but L76 / LS3 engines respond much better to a lot more exhaust duration from my personal experience. Earlier on I tried some 4-6 degree splits on those engines with mediocre results. Once I reformulated and went to a 10-12 degree split the cars were picking up much more power and TQ.
FWIW, you can run a mid 220's intake / mid 230's exhaust on a 114-115 in those engines and still retain excellent driveability. The necessity to go with a "baby" cam in an attempt to keep good driving manners went away with the GEN IV engines and new PCM's.
Good luck.
FWIW, you can run a mid 220's intake / mid 230's exhaust on a 114-115 in those engines and still retain excellent driveability. The necessity to go with a "baby" cam in an attempt to keep good driving manners went away with the GEN IV engines and new PCM's.
Good luck.
#10
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Should have gone with long tubes, there is no downside. Good on you for doing the bigger primaries though. Cats won't hold you back much at all. I'm guessing you could have gone bigger but am also guessing you wanted mild lift/lobes since it's a DD. That looks to be why PatG spec'd you such a mild cam, to make it a well-rounded, reliable grind. Yes, the IRS and 6L80e suck down some power. Did you confirm the converter was locked? Do you have the "before" numbers?
#11
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Mine made 357/382 with just Kooks 1 7/8" LTs, catless mids, Corsa cat-back, Rotofab, and a dyno tune. DA that night was over 3000' (hot humid night in Ft Worth).
Just ran a 12.96 @ 109 in 2700' DA Saturday night. Get it to the track and see how it runs, then you can figure out if your numbers really are that low, or if it was just a super stingy dyno.
Just ran a 12.96 @ 109 in 2700' DA Saturday night. Get it to the track and see how it runs, then you can figure out if your numbers really are that low, or if it was just a super stingy dyno.
#14
I didn't have any software hooked up at the time of the runs so I can't verify whether or not the converter was locked. The car feels really strong, and I've made a few changes to the shift points and they seem to be right where they need to be. It feels like more than 361, either way I want to get it on the track and what kind of time I can get. If I can get mid to high 12s I think its making the power it should. Especially on a stock converter.
#15
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1 7/8" long tube AR or Kooks headers gain 30rwhp on stock cammed G8s, so I would expect you'd gain way more than that with a 222/226 cam.
__________________
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
#16
Would it really make that much over the 1 7/8 mid length? I know there would be some gain, but how much realistically? I'm pretty much over the numbers, I just couldn't believe there were intake/header/exhaust cars making more power than my setup.
#18
#20
Yeah, my fault for not getting a baseline done. I really don't think there is much room for improvement on the tune. Hopefully I can get out to the track sometime within the next few weeks.