FAST 92/92 VS Stock TB/LS1 intake Gains (M6) ect...
10-19-2014, 09:26 PM
#41
11 Second Club
iTrader: (36)
Join Date: May 2005
Location: South Jerzy
Posts: 1,449
Likes: 0
Received 0 Likes
on
0 Posts
I don't know what we picked up HP wise, but I installed a Fast 90/90 on my friend's otherwise stock 98' Corvette (Automatic) and tuned it. With those mods and my tune, he gained 4 tenths and 3mph over the stock LS1 intake and tb. We went from 13.2 @ 106 to 12.8 @109mph. the DA on both runs was identical as well.
10-19-2014, 09:37 PM
#42
Good Hi-flo cats don't rob much power if any now. ARH claims 0 loss with theirs.
A sponsor posted a gear swap chart awhile back in relation to HP / tq and according to him going 3.90s is about a 10 - 15 rwtq increase over 3.42s. I cant remember the hp numbers. Ill try and find it next time im on my desktop.
A sponsor posted a gear swap chart awhile back in relation to HP / tq and according to him going 3.90s is about a 10 - 15 rwtq increase over 3.42s. I cant remember the hp numbers. Ill try and find it next time im on my desktop.
Last edited by BrntWS6; 10-19-2014 at 09:42 PM.
10-20-2014, 05:09 AM
#43
You guys are missing it...
This cam should make WELL OVER 450 to the tire, 3.90's or not.
Mike is a VERY reputable tuner, and is extremely familiar with Ed's cams.
You need heads and duals. Bottom line. HEADS AND DUALS.
See what the KPa is at WOT. I bet you need to go speed density with a 4" intake tract and lid as well.
That cam comes ALIVE at 6k RPM.
WHY am I even wasting my breath? Just email Ed Curtis with your set up and and ask HIM why it's doing what it's doing. He made and designed the damn thing.
This cam should make WELL OVER 450 to the tire, 3.90's or not.
Mike is a VERY reputable tuner, and is extremely familiar with Ed's cams.
You need heads and duals. Bottom line. HEADS AND DUALS.
See what the KPa is at WOT. I bet you need to go speed density with a 4" intake tract and lid as well.
That cam comes ALIVE at 6k RPM.
WHY am I even wasting my breath? Just email Ed Curtis with your set up and and ask HIM why it's doing what it's doing. He made and designed the damn thing.
Bottom line I lost 10hp when I added the cats. That's even going from pacesetter ory to 1 7/8 ARH with catted y. Proof is in the dyno sheets.
I agree I know I need to do the heads. That's just not in my budget for now.
Last edited by scotty2000ss; 11-11-2014 at 06:25 PM.
10-20-2014, 08:55 AM
#45
SD Tune all the way with that cam. Screw the MAF. Especially a 100mm MAF.
I have the 4" MAF housing on the FTP 104 but I don't use it. It's just an open tube. I use the IAT there, which heat soaks - so I'm thinking it's time to relocate the IAT to under the car away from the heat. That's the only downside to an SD tune. Otherwise, if you tune it Open Loop at idle and Closed Loop at cruise, you won't miss the MAF. If anything, you'll get better throttle response and drivability as it is INSTANT vs the MAF which lags...
I have the 4" MAF housing on the FTP 104 but I don't use it. It's just an open tube. I use the IAT there, which heat soaks - so I'm thinking it's time to relocate the IAT to under the car away from the heat. That's the only downside to an SD tune. Otherwise, if you tune it Open Loop at idle and Closed Loop at cruise, you won't miss the MAF. If anything, you'll get better throttle response and drivability as it is INSTANT vs the MAF which lags...
10-20-2014, 11:05 AM
#46
You guys are missing it...
This cam should make WELL OVER 450 to the tire, 3.90's or not.
Mike is a VERY reputable tuner, and is extremely familiar with Ed's cams.
You need heads and duals. Bottom line. HEADS AND DUALS.
See what the KPa is at WOT. I bet you need to go speed density with a 4" intake tract and lid as well.
That cam comes ALIVE at 6k RPM.
WHY am I even wasting my breath? Just email Ed Curtis with your set up and and ask HIM why it's doing what it's doing. He made and designed the damn thing.
This cam should make WELL OVER 450 to the tire, 3.90's or not.
Mike is a VERY reputable tuner, and is extremely familiar with Ed's cams.
You need heads and duals. Bottom line. HEADS AND DUALS.
See what the KPa is at WOT. I bet you need to go speed density with a 4" intake tract and lid as well.
That cam comes ALIVE at 6k RPM.
WHY am I even wasting my breath? Just email Ed Curtis with your set up and and ask HIM why it's doing what it's doing. He made and designed the damn thing.
Op do as whigham said get a log of wot if kpa drops off anywhere over 4500 then you have an intake restriction.
10-20-2014, 11:24 AM
#47
Totally agree with you guys and am on the same page now. As far duels I'm not sure. I love the borla set up I have now. I know duels would free up power but I spent some good money on the Borla and it's nice to be able to dial the sound down.
As far as the k&N fipk, it came on the car when I bought it and I'm going to swap that to the lid style soon. I need to make sure my tuner can tune for an sd set up before I do anything else. Don't wanna waste anymore money lol.
Heads will definitely come in the future but for now I need to iron out all the little things so when the heads go in my wallet shuts at the same time.
As far as the k&N fipk, it came on the car when I bought it and I'm going to swap that to the lid style soon. I need to make sure my tuner can tune for an sd set up before I do anything else. Don't wanna waste anymore money lol.
Heads will definitely come in the future but for now I need to iron out all the little things so when the heads go in my wallet shuts at the same time.
10-20-2014, 11:31 AM
#48
No, what Dave is saying is that cam can make 450rwhp with unported stock LS1 heads. Ported heads, 500 would be the goal. Not 450. This isn't a 228/232 cam. It's a 244/248.
That's how far off is he. That's why we're saying something is amiss. It could be something is actually wrong with the motor. The only way to know for sure is to run it at the track and run it with an appropriate rev limiter.
Obviously, a better exhaust and intake tract will help. But will they make up that much power? Who knows. The issue is dynos are fairly unreliable when it comes to determining what a combo should make vs what it does. That's why I keep saying the track MPH is going to be important. Being down 50-60rwhp is a little more than variance in dynos, but if it MPHs like it should, then who cares what the dyno says? The issue is, we don't have a good track outing to compare the dyno to because of the short shifting.
That's how far off is he. That's why we're saying something is amiss. It could be something is actually wrong with the motor. The only way to know for sure is to run it at the track and run it with an appropriate rev limiter.
Obviously, a better exhaust and intake tract will help. But will they make up that much power? Who knows. The issue is dynos are fairly unreliable when it comes to determining what a combo should make vs what it does. That's why I keep saying the track MPH is going to be important. Being down 50-60rwhp is a little more than variance in dynos, but if it MPHs like it should, then who cares what the dyno says? The issue is, we don't have a good track outing to compare the dyno to because of the short shifting.
10-20-2014, 11:57 AM
#52
MAF isn't a emissions thing. Dodge doesn't use a MAF at all. Ford only uses a MAF. And GM uses a hybrid SD/MAF approach. It's just air metering for fueling.
If you hard code your airflow requirements in your VE table, your fueling is set and will only vary 2-4% unless you have crazy wild swings in temperature of elevation. Of course, most of the time, the IAT and MAP can make up those changes pretty accurately.
The reason I say do SD is because the fueling then is from a lookup table and the PCM can command fuel based on the MAP sensor reading, which is much faster than the MAF.
And the Hellion isn't going to pass any sort of inspection. LOL
If you hard code your airflow requirements in your VE table, your fueling is set and will only vary 2-4% unless you have crazy wild swings in temperature of elevation. Of course, most of the time, the IAT and MAP can make up those changes pretty accurately.
The reason I say do SD is because the fueling then is from a lookup table and the PCM can command fuel based on the MAP sensor reading, which is much faster than the MAF.
And the Hellion isn't going to pass any sort of inspection. LOL
10-20-2014, 12:13 PM
#55
MAF isn't a emissions thing. Dodge doesn't use a MAF at all. Ford only uses a MAF. And GM uses a hybrid SD/MAF approach. It's just air metering for fueling.
If you hard code your airflow requirements in your VE table, your fueling is set and will only vary 2-4% unless you have crazy wild swings in temperature of elevation. Of course, most of the time, the IAT and MAP can make up those changes pretty accurately.
The reason I say do SD is because the fueling then is from a lookup table and the PCM can command fuel based on the MAP sensor reading, which is much faster than the MAF.
And the Hellion isn't going to pass any sort of inspection. LOL
If you hard code your airflow requirements in your VE table, your fueling is set and will only vary 2-4% unless you have crazy wild swings in temperature of elevation. Of course, most of the time, the IAT and MAP can make up those changes pretty accurately.
The reason I say do SD is because the fueling then is from a lookup table and the PCM can command fuel based on the MAP sensor reading, which is much faster than the MAF.
And the Hellion isn't going to pass any sort of inspection. LOL
10-20-2014, 01:48 PM
#57
I mean, I think the drivetrain loss is less with a C5, but not really anything that's going to make a huge difference. I would e-mail Ed and pick his brain since it's his cam. I bet he'd be able to lead you in the right direction. I bet it's nasty sounding though. Would love to see/hear an idle clip.
10-20-2014, 02:20 PM
#58
I mean, I think the drivetrain loss is less with a C5, but not really anything that's going to make a huge difference. I would e-mail Ed and pick his brain since it's his cam. I bet he'd be able to lead you in the right direction. I bet it's nasty sounding though. Would love to see/hear an idle clip.
The thread is called - exhaust too loud
I'll see if I can find Ed's email address.
Thanks!