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I would like to thank buddy Rick for trusting us with his beautiful 05' C6. I set him up with a nice daily driver package that performs amazing. Drives like stock with a nice lope and get 30mpg. Ricks car came to me with a K&N FIPK and the fuel was pretty dialed in with the 85mm MAF. As it showed up it made 361/357rw, when it left it made 493/447rw. This package would easily pull to 7K but we are on a stock bottom end. We are going to take the car to my normal dyno to see what we get. This dyno was available in our time frame and we had base line numbers for it. Other cars have been worth 20rw from dyno to dyno. The tires were also only at 25psi so I don't know exactly how that effected the numbers. I am super happy with how this car turned out especially considering what it doesn't have. I think we left about 25rw on the table. I have a video I will try to get up later. I am also going to get another graph with the before and after overlaid.
Here is what we added:
My ported stock LS2 TB
My ported stock LS2 Intake
My ported stock LS2 Heads (243's in this case with stock valves 225cc runner)
My custom spec cam (231/237) Degreed
OBX 1 7/8" LTs with 2.5" cats and 2.5" cat back
Power bond U/D
Comp Trunion upgrade
.040" cometic head gaskets
NGK TR6 plugs and MSD wires
My full custom street and dyno tune
Thanks guys. It turned out really well, especially for this dyno. The LSX 454 I did that put down 600rw only did 580rw on this dyno. Same day. We are going to keep digging on it and see what we end up with. Next up is ported FAST 102, LS7 MAF card and LS7 FIPK. Not much we can do about the exhaust at this point. Gains are all that really matter though and that is what I wanted to show.
Thanks. I am porting another set right now. I will post up some flow numbers in a bit. My stock valve heads go 320ish at .600 and my 2.04" heads go 335ish. The exhaust is what really shines. I have to get a bunch of grinding done right now. We will have an 07' A6 out by this weekend with my STG I can in it.
This will spark some conflict. The key is in hand porting and flowing each port to within 1% over a CNC program. The core shift in factory GM heads is terrible. No two heads are the same. Especially valve seat orientation to the rest of the port and guide. Therefore all of them must be ported a little differently to attain the best results.
We could talk about this all day but here is a quick run down. I use a SF110 with a 4" bore for port development since it fits in my garage and runs off of 110v. I have access to a SF600 but don't use it much any more. Gains on the SF600 are usually right at 15-20cfm for LS1/2/6's, 25-30cfm for LS3's and 30-35cfm for LS7's by .600 lift. Without going too much into detail it is due to the depression I can flow those heads at that dictates the difference to 28". I have flowed just about everyone's heads on the SF600 and done back to back with my heads between the two benches so I know the delta. I will also say that I put a lot of work in my intake manifolds and throttle bodies. On my bench the intake and head combo flows right around 280cfm.
LS3, same set up, 268-270cc runner
.........INT......EXH
.300...233.....188
.400...289.....235
.500...320.....260
.600...340.....270
.700...353.....280
LS7, Same set up, 272-275cc runner
.........INT.....EXH
.300...243....203
.400...305....239
.500...349....260
.600...373....270
.650...386....282
Just as a comparison, below is a famous porters head on my SF110 and a SF600. The runner is 291cc. I didn't bother with the exhaust. It picked up a ton at 28" but was down almost 35cfm to my head with almost a 20cc larger port on my bench. I haven't taken my latest ports to the 28" bench since I really just don't have the time.
..........INT....EXH...........INT
.300...240....166............246
.400...296....222............310
.500...329....264............358
.600...344....284............383
.650...351....290............387
I can also post up what my LS1/2/6/3 heads do at 28" on the SF600 if anyone really wants.
Peak numbers are nice, especially for that moderate cam. What's impressing me is that torque curve and driveability. 243 heads still gettin' it done too...nice, nice work.
More impressive numbers man. Did you ever get to try the Fast intake? What do you think its worth over the ported ls2?
No, not yet. Been way to busy to get back to that car in perticular. My buddy is still really happy with it as is. Clutch is up next for him. He is going to get the FAST off of my V when I do my LS3 top end for that. Hopefully I will have time this summer.
No, not yet. Been way to busy to get back to that car in perticular. My buddy is still really happy with it as is. Clutch is up next for him. He is going to get the FAST off of my V when I do my LS3 top end for that. Hopefully I will have time this summer.
Pray... What was the % on the powerbond underdrive pulley? Can I get some info on the breather set-up that you like to use? What is the LSA on the cam you used?
Last edited by sallen619; 07-23-2016 at 06:32 PM.
Reason: add ???
I think it is a 20-25%. It is the standard Power Bond U/D. I run it on everything but my Z06's.
The catch can/breather set up is something I came up with. It runs backwards from the factory stuff but works like crazy. Every car I have done the conversion on comes back with clean intake ports every time.
I use a check ball breather that goes in the factory oil fill cap hole. I then run the valley tray cover outlet to the CAI for the clean side. I link both valve covers together to my catch can with a T fitting. Then the catch can to the intake manifold with an inline PCV valve. It works great and costs under $200 for me to do. I have five or six cars running it right now. The key is that you have to have every component or it doesn't work the way it should.
01-04-2016, 04:24 PM
I gained 132/90rw on a buddies 05' C6 
