6.4L 388 ls3 dyno guesses?
04-02-2017, 04:55 PM
#62
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Our Heads on a 4.125" Bore or larger with LLSR 239-249* Intake Dutation
With a + 6-14* Exhaust Split .650-.700" Lift (112-117 LSAs) and the
FAST Mid-Length Runners will provide excellent results. On the larger end
Or bigger the short race runners will peak 600-800+ RPM Higher if you
Want to spin 8500-9000 RPM LOL (with 3.625" strokes) 4.00" strokes
Subtract 800-1000 ish RPMs for peaks.
Spit ballin with the strokers lol.
With a + 6-14* Exhaust Split .650-.700" Lift (112-117 LSAs) and the
FAST Mid-Length Runners will provide excellent results. On the larger end
Or bigger the short race runners will peak 600-800+ RPM Higher if you
Want to spin 8500-9000 RPM LOL (with 3.625" strokes) 4.00" strokes
Subtract 800-1000 ish RPMs for peaks.
Spit ballin with the strokers lol.
04-02-2017, 05:45 PM
#63
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Originally Posted by Dark Energy
My mistake it made 727 with the Carb style intake and 690 with the Fast intake Ok so.Here's what we have:
Navy's 396" Details and it made 690fwhp
GM LSX Iron Block, Bored & HOT Honed to 4.175"
Callies Magnum Crank 3.600" with small 1.88" Rod Journals
Callies Ultra Billet I Beam Rods 6.35" with small 1.88" Journal.
CP Pistons with a 2.5 CC Dome, 1.10 Comp Ht.
(11.7:1 Comp) with Cometic .051 Head Gaskets.
.9mm,.9mm,2.0mm rings.
TFS LS3 Heads MAMOFIED
LLSR Cam Motion Cam 243*/249* (large bore lifters add ~2*) HR ~ 237*/243*
115* LSA + 3* Advanced, .679"/.645" Lift.
T&D 1.7 Rockers (measured @ 1.72)
Isky Red Zone Lifters with Bushing, NO needle roller bearings!.
(MAMOFIED FAST LSX 102 with Mid Length Runners to be installed
for next Dyno & in car) (C5, 1999)
Dailey Engineering Dry Sump System.
AMSOIL, Assembly Lube,Break-In Oil, & DOMINATOR 10W/30 Racing Oil.
And here's what the owner of the thread has.
4.125" x 3.622 bottom end
11.3:1 compression
Mast medium bore ls3 heads
Cam motion LLSR cam, 239/253, .680 lift on a 112
Fast mid runner intake
2" TSP headers and 3" duals
I'm thinking at the flywheel you'd make 650 to 630. The dry-sump and ported intake are what helps make more hp. The couple of degrees on duration may add a little but the parts listed was the thing that helps. You should make over 550 rwhp with a manual.
Navy there's nothing like a pair of $1k lifters LOL! I used Morels same style lifter.
Navy's 396" Details and it made 690fwhp
GM LSX Iron Block, Bored & HOT Honed to 4.175"
Callies Magnum Crank 3.600" with small 1.88" Rod Journals
Callies Ultra Billet I Beam Rods 6.35" with small 1.88" Journal.
CP Pistons with a 2.5 CC Dome, 1.10 Comp Ht.
(11.7:1 Comp) with Cometic .051 Head Gaskets.
.9mm,.9mm,2.0mm rings.
TFS LS3 Heads MAMOFIED
LLSR Cam Motion Cam 243*/249* (large bore lifters add ~2*) HR ~ 237*/243*
115* LSA + 3* Advanced, .679"/.645" Lift.
T&D 1.7 Rockers (measured @ 1.72)
Isky Red Zone Lifters with Bushing, NO needle roller bearings!.
(MAMOFIED FAST LSX 102 with Mid Length Runners to be installed
for next Dyno & in car) (C5, 1999)
Dailey Engineering Dry Sump System.
AMSOIL, Assembly Lube,Break-In Oil, & DOMINATOR 10W/30 Racing Oil.
And here's what the owner of the thread has.
4.125" x 3.622 bottom end
11.3:1 compression
Mast medium bore ls3 heads
Cam motion LLSR cam, 239/253, .680 lift on a 112
Fast mid runner intake
2" TSP headers and 3" duals
I'm thinking at the flywheel you'd make 650 to 630. The dry-sump and ported intake are what helps make more hp. The couple of degrees on duration may add a little but the parts listed was the thing that helps. You should make over 550 rwhp with a manual.
Navy there's nothing like a pair of $1k lifters LOL! I used Morels same style lifter.
04-02-2017, 05:48 PM
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Originally Posted by big hammer
You know what seems funny to me... is people considering a 3.62" stroke "short". I'm an old SBC guy and anything 3.25" or less is short. 3.62 is on the long side. 4" is long as ****
I think the 3.622 GM ended up with is about right. You're gonna get torque.
04-02-2017, 06:32 PM
#65
No matter what a dyno says its crap. The track will be your friend. That said With that efi intake limiting things 575hp. (lower rpm not using a high ram).
With a big carb/vic 600hp (higher rpm). With a bigger cam 615hp.
Then you can give Speed Tiger a go with his 701 hp(crank) stroked ls2.
He was at the 1/8 track I go to a while back. High 5's with the Nitrous on.
With a big carb/vic 600hp (higher rpm). With a bigger cam 615hp.
Then you can give Speed Tiger a go with his 701 hp(crank) stroked ls2.
He was at the 1/8 track I go to a while back. High 5's with the Nitrous on.
04-02-2017, 06:49 PM
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No matter what a dyno says its crap. The track will be your friend. That said With that efi intake limiting things 575hp. (lower rpm not using a high ram).
With a big carb/vic 600hp (higher rpm). With a bigger cam 615hp.
Then you can give Speed Tiger a go with his 701 hp(crank) stroked ls2.
He was at the 1/8 track I go to a while back. High 5's with the Nitrous on.
With a big carb/vic 600hp (higher rpm). With a bigger cam 615hp.
Then you can give Speed Tiger a go with his 701 hp(crank) stroked ls2.
He was at the 1/8 track I go to a while back. High 5's with the Nitrous on.
Mid Length Runner FAST is not a limitation LOL!!
04-02-2017, 06:53 PM
#67
11 Second Club
No matter what a dyno says its crap. The track will be your friend. That said With that efi intake limiting things 575hp. (lower rpm not using a high ram).
With a big carb/vic 600hp (higher rpm). With a bigger cam 615hp.
Then you can give Speed Tiger a go with his 701 hp(crank) stroked ls2.
He was at the 1/8 track I go to a while back. High 5's with the Nitrous on.
With a big carb/vic 600hp (higher rpm). With a bigger cam 615hp.
Then you can give Speed Tiger a go with his 701 hp(crank) stroked ls2.
He was at the 1/8 track I go to a while back. High 5's with the Nitrous on.
Last edited by SoFla01SSLookinstok; 04-03-2017 at 09:45 PM.
04-02-2017, 07:06 PM
#69
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No matter what a dyno says its crap. The track will be your friend.... *handyyandy That's the truth right there!! I call dynos tuning tools.... not race tracks.
04-02-2017, 10:47 PM
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04-02-2017, 11:53 PM
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Darth_V8r: Since I was a kid. You also may know me I just went by another name. aka Lil John(I don't drink nor smoke blunts anymore) with the FRH stage1 heads sent to SAM(as I'm in H-town and know Chris Bennet) to Verify the facts and they were Facts. All engines are the same so I spec everything Except the cam. I see you have a S10, I've bought a RUST bucket from up north and took it to the frame and now back together still needs somethings. But I have two(both solid rollers)engine combinations for it with a 408 :ls3 heads and ls7 heads. 1 is good for 740+ the other for 830+ and I call either street. My uncle has had a 13:5 compression ration with any engine he has had with Iron heads and pump gas all 355 or 357 SBC for years as a street Truck daily driver. Besides the BBC and Fords he's done, now too old and sold everything. As I said there all the Same. I just never want to Duplicate whats been done so I can talk DoDo. I remember when there were just a Few smaller Cubic inch 700+ fwhp N/a combos. Now everyone has one that's why I had the Ls7 heads done just to be different and get out of that play ground as it's too crowded.
Also I've read this site from page 1 to now for Gen 3 and 4 Ls engines and I haven't been on here over 5 yrs Yellowbullet same-thing. I book mark all good builds and add it to my knowledge data bank for my own build. As I said at 1st all engines are the same.
DE, you really seem to know your ****! How long you been at this?
Also I've read this site from page 1 to now for Gen 3 and 4 Ls engines and I haven't been on here over 5 yrs Yellowbullet same-thing. I book mark all good builds and add it to my knowledge data bank for my own build. As I said at 1st all engines are the same.
Last edited by Dark Energy; 04-03-2017 at 12:25 AM.
04-03-2017, 06:39 AM
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Originally Posted by Dark Energy
Darth_V8r:Since I was a kid. You also may know me I just went by another name. aka Lil John(I don't drink nor smoke blunts anymore) with the FRH stage1 heads sent to SAM(as I'm in H-town and know Chris Bennet) to Verify the facts and they were Facts. All engines are the same so I spec everything Except the cam. I see you have a S10, I've bought a RUST bucket from up north and took it to the frame and now back together still needs somethings. But I have two(both solid rollers)engine combinations for it with a 408 :ls3 heads and ls7 heads. 1 is good for 740+ the other for 830+ and I call either street. My uncle has had a 13:5 compression ration with any engine he has had with Iron heads and pump gas all 355 or 357 SBC for years as a street Truck daily driver. Besides the BBC and Fords he's done, now too old and sold everything. As I said there all the Same. I just never want to Duplicate whats been done so I can talk DoDo. I remember when there were just a Few smaller Cubic inch 700+ fwhp N/a combos. Now everyone has one that's why I had the Ls7 heads done just to be different and get out of that play ground as it's too crowded.
Also I've read this site from page 1 to now for Gen 3 and 4 Ls engines and I haven't been on here over 5 yrs Yellowbullet same-thing. I book mark all good builds and add it to my knowledge data bank for my own build. As I said at 1st all engines are the same.
Also I've read this site from page 1 to now for Gen 3 and 4 Ls engines and I haven't been on here over 5 yrs Yellowbullet same-thing. I book mark all good builds and add it to my knowledge data bank for my own build. As I said at 1st all engines are the same.
My S10, my daughter and I built together. It wasn't a rust bucket but it was frame off. We put a iron block and LS2 top end in it with a 4L60 and made it a very comfortable DD. It always surprises people because it's light enough to be fast - especially compared to regular S10's.
She's been driving it for three years now. Minus the occasional stupid repairs like alternator, etc, it's been dependable.
What are you calling smaller cubes? I pulled about every trick I could on a 346, and I'm still 100 short of the 700 fwhp mark you just quoted.
04-03-2017, 07:19 AM
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What I call a smaller cubic inch engine is the fact that you get a factory block, stroke it or leave it as is and make HP. No aftermarket block,nor resleeve so basically 427 and include Diet Coke's 430 build Ls3 block with 4.125. crank. There's nothing wrong with building bigger(any one can make HP with a 440+ engine) but working with factory bore size makes it so that anyone could do it even a baby aka junkyard HP with good internals. You'd have to rev a 346, well past 8500 to make 700 at the crank with High comp and solid roller you would be able to run it on pump-gas LOL. But true! My old uncle still has the 355 in aunt Esther which is a 75 C10. I'm just taking a page from his play book and doing it with a Ls.
04-03-2017, 07:31 AM
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This is still street in my OP. The cam in Esther is in the 260-270 range(I think) in a Gen1 style small block with a factory stroke. I asked Pantera EFI to see what it looked like on his simulator not to be bias as I have my own simulator also had Pipemax do the same. I still call this street.
Pantera EFI
Hi, this is the EAP report.
I could send the complete report to your mail ?
5000=495
6000=678
7000=784
8000=859
What some call not street-able others do Go figure. Gotta go make some $ for parts so I can get out of that 700 sandlot. I don't play well with others LOL! You guy's enjoy the 1st day of the work wk.
I have a Ls based 408 4.030 bore with a 4 inch stroke Gz vac. pump, Morel bearing-less lifters, 1&7/8 Stainless Works header,although still wet sump with Accusump 3 quart tank, CID efi 4500 intake: *Next on my list. Accufab 4500...etc. The compression ratio is looking to be around 14.1 to 14:5 and I'm looking to see how the cam looks. . The truck weighs in @ around 2700-2800 with a 4.30 gear. N/a only. Getting the cam & heads milled next month or the next few wks. in April for my B-day present to myself. The LSA was 116* but don't want or need it to make it that far in the RPM band. Really want it to peak around 7900 to 8200. Same engine has FRH stage 1 Ls3 heads with 4500 Super Vic with 11.6 compression now and a solid roller in the 260 range with over 720 lift. This is just a ***** to the wall build I had in my mind I'm trying to complete.
282/292 @.050"
.436"/.436" Lobe Lift
.763"/.763" Net Valve Lift (after Lash)
112 LSA
2.200 Titanium stock LS7 intake
1.550 Ferrea 24° exhaust
Flowed on 4.060 bore 28” TP
CCFM
Lift No. 1 No. 2
-------- ------- -------
0.2000 111.2 165.2
0.3000 167.2 238.7
0.4000 191.3 300.6
0.5000 213.8 336.2
0.6000 219.9 360.1
0.7000 222.8 379.7
0.8000 225.0 370.0
282/292 @.050"
.436"/.436" Lobe Lift
.763"/.763" Net Valve Lift (after Lash)
112 LSA
2.200 Titanium stock LS7 intake
1.550 Ferrea 24° exhaust
Flowed on 4.060 bore 28” TP
CCFM
Lift No. 1 No. 2
-------- ------- -------
0.2000 111.2 165.2
0.3000 167.2 238.7
0.4000 191.3 300.6
0.5000 213.8 336.2
0.6000 219.9 360.1
0.7000 222.8 379.7
0.8000 225.0 370.0
Hi, this is the EAP report.
I could send the complete report to your mail ?
5000=495
6000=678
7000=784
8000=859
What some call not street-able others do Go figure. Gotta go make some $ for parts so I can get out of that 700 sandlot. I don't play well with others LOL! You guy's enjoy the 1st day of the work wk.
Last edited by Dark Energy; 04-03-2017 at 07:56 AM.
04-03-2017, 12:45 PM
#78
Anyway I took it for a few mile drive, and made a 1/4 pass on a "closed road". Still having return to idle issues but darth is helping me get that worked out. Other than that, it cruises like stock even with 28's and 3.90's. Grab 6th and it chugs along at 60 mph like nothing has changed.
At WOT it's retarded. Handful on the street. I thought I was shortshifting it (because it was a new engine) but The logs showed I was shifting between 7500-7700. The powerband feels very broad and is boner inspiring. IMO this engine could easily swallow up more cam yet and still be relatively docile
At WOT it's retarded. Handful on the street. I thought I was shortshifting it (because it was a new engine) but The logs showed I was shifting between 7500-7700. The powerband feels very broad and is boner inspiring. IMO this engine could easily swallow up more cam yet and still be relatively docile
I know this is a dyno thread, but this camshaft is not a "dyno hero" camshaft. What gets tricky about camming the shorter runners for a street car is picking valve events that will let it RPM, but still maintain some good midrange torque for the street.
I am looking for this thing to peak about 7000ish RPM and carry nicely to 7500. I look forward to seeing the results.
~Steven
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40 years of Championship Winning Experience • Superior 8620 Steel Camshaft Cores • Quiet, Smooth & Powerful Lobe Design • Virtually Unlimited Lift and Duration Combinations • Finish Polished For Quiet Operation • Cam Doctor Printout With All Cams
The Industry's Best Customer Service
www.CamMotion.com • ☎ 225-926-6110 • Like Us On Facebook!
