Iron 6.0l l92 heads cam dyno mostly stock gm parts
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mikesanto70 (10-10-2022)
09-18-2012, 03:53 PM
#22
09-18-2012, 05:12 PM
#23
i420, what trans are you running, 4L60? Those numbers are awesome, even with a low-compression LY6. my iron 370cid with L92/LS3 top end only managed 414/373 through a 4L80e w/ yank 3600. And that's with a G6x3 cam, 10.5:1 scr and ARH 1 7/8" headers with full 3" exhaust.
09-18-2012, 06:31 PM
#24
i420, what trans are you running, 4L60? Those numbers are awesome, even with a low-compression LY6. my iron 370cid with L92/LS3 top end only managed 414/373 through a 4L80e w/ yank 3600. And that's with a G6x3 cam, 10.5:1 scr and ARH 1 7/8" headers with full 3" exhaust.
Can you post that cams specs? And a Dyno picture too? I'd love to compare the cams and power under the peak!
09-20-2012, 06:15 AM
#25
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I'd have been happy with your 430 rwhp. My 6.0 with out of the box L92's and an L76 intake 612 / 615 lift cam (114 lsa) with an fti 4k stall and built 4l60e did 413rwhp.
After I changed to an 85mm maf and a yank ss3600, on a different dyno, it did 402 rwhp.
As others have said, stalled autos don't dyno that well. My car is heavy and still did ok with a best of 7.33 @ 93mph in the eighth and 11.51 @ 118mph in the quarter. Yours should do a little better with a better cam and a better intake.
After I changed to an 85mm maf and a yank ss3600, on a different dyno, it did 402 rwhp.
As others have said, stalled autos don't dyno that well. My car is heavy and still did ok with a best of 7.33 @ 93mph in the eighth and 11.51 @ 118mph in the quarter. Yours should do a little better with a better cam and a better intake.
09-20-2012, 08:10 AM
#26
Oh, I am very happy! Thanks! Ezze what is the duration specs on your cam? How much does your car weigh? I would be happy with a 11.51, that would mean I would need to pull 500lbs and catch good weather for a 10.99 na! I'd would be absolutely thrilled if I got into the low 11s and trapped 120 the way it sits now!
Also ezze I don't think my stock ls3 intake is better than yours. I would like to know your torque numbers as well
Also ezze I don't think my stock ls3 intake is better than yours. I would like to know your torque numbers as well
Last edited by i420tom; 09-20-2012 at 08:22 AM.
09-20-2012, 10:01 PM
#27
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228/240-115 lsa with .612/.613 lift. Mine did 435 rwtq on the first dyno and couldn't get an accurate reading on the second one. I am gonna guess it weighs 3450 without me. I have aftermarket K-member, light exhaust, prostars, etc., but I added weight with an iron block and have since swapped to a 4l80e which added more weight....
09-23-2012, 01:37 PM
#30
Nice numbers for sure!
We had a LQ4 the other day in a Mustang with 821 heads(LS3), LQ4 truck intake, Pat G custom grind nearly identical to yours (230/238 112+2) only through a 6 speed and 8.8 rear end it made 450rwhp and 404rwtq on our dyno and it does read slightly lower than other Dyno Jets as it is an Eddy Current Dyno Jet.
We had a LQ4 the other day in a Mustang with 821 heads(LS3), LQ4 truck intake, Pat G custom grind nearly identical to yours (230/238 112+2) only through a 6 speed and 8.8 rear end it made 450rwhp and 404rwtq on our dyno and it does read slightly lower than other Dyno Jets as it is an Eddy Current Dyno Jet.
09-23-2012, 06:32 PM
#31
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These are nice numbers. Would like to see graphs as I am about ready to pick a cam. I also have similar setup. 6.0 iron block , ls2 internals, milled ls3 heads & ls3 intake. Pistons are being flycut so I should have plenty of room. Looking for something with good midrange.
09-24-2012, 09:17 AM
#32
These are nice numbers. Would like to see graphs as I am about ready to pick a cam. I also have similar setup. 6.0 iron block , ls2 internals, milled ls3 heads & ls3 intake. Pistons are being flycut so I should have plenty of room. Looking for something with good midrange.
09-24-2012, 02:59 PM
#33
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Mine is a 6.0 ironblock with the stock ls3 intake 92mm TB and stock ls3 heads. They had a race valve job done by USA racing engines. The cam.is a 227/239 .613 .623 it's the vengeance stage two cam. Going to run it On motor for couple miles since everything is brands new Zero miles. Then put the turbo kit On it and have some damn good fun
09-24-2012, 08:16 PM
#34
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My friend just installed a ly6 with auto in his. His cam is low 22x high22x lift around .580. Pulls hard but I want a little more. Have you used that cam in any setups close to mine? Would like to see some dyno graphs if at all possible.
09-24-2012, 09:44 PM
#35
Car is 68 camaro 6 speed, 9 inch with 3.90 gear. Will be mostly street driven occasionally track. Need decent street manners but definitely performance minded.
My friend just installed a ly6 with auto in his. His cam is low 22x high22x lift around .580. Pulls hard but I want a little more. Have you used that cam in any setups close to mine? Would like to see some dyno graphs if at all possible.
My friend just installed a ly6 with auto in his. His cam is low 22x high22x lift around .580. Pulls hard but I want a little more. Have you used that cam in any setups close to mine? Would like to see some dyno graphs if at all possible.
We had a LY6 the other day with LS3 heads and the truck intake(ly6) still on it with a very similar 230/238 112+3 cam that made 450/420 through a 6 speed. With a LS3 intake I could see it making 460/425 maybe slightly more.
09-25-2012, 07:08 AM
#36
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The 231 240 doesn't sound bad. I am surprised the lift is as low. I would love to see 475 rwhp but torque curve is more important. Always wanted a car in the 10's. I have a 125 wet kit to help if needed. Won't use it much. Just for fun. As soon as my rotating assembly gets back I will be picking a cam soon. So all help is appreciated.
09-25-2012, 09:36 AM
#37
The 231 240 doesn't sound bad. I am surprised the lift is as low. I would love to see 475 rwhp but torque curve is more important. Always wanted a car in the 10's. I have a 125 wet kit to help if needed. Won't use it much. Just for fun. As soon as my rotating assembly gets back I will be picking a cam soon. So all help is appreciated.
I used to throw the same lobe I was using on the intake as I did on the exhaust until after speaking with some very informed valve-train experts that there was no point or reason in doing it and that I may of been costing some power as the valve-train you have the most control over will be the one that makes the most power.