418ci tfs235 Nissan 240sx
 

I was finally able to get all my issues lined out and get my car tuned. Just wanna say thank you to darth_v8r and NAVYBLUE210 for taking the time to talk to me and share their knowledge about the problems I was having. This engine is in my 1997 Nissan 240sx. It was 97 degrees in the shop and that good ole Texas humidity was bad today but overall I’m happy with the power. Runs good and hard for what it is. It is tuned on e85. The car is going into vacuum near redline so I think I might need to step up the throttle body size. It would start at 99 and work it’s way down to 93 kpa by redline. Mustang dyno's are really heart breakers.

ls3 block
4.080 bore 11:5:1
tfs 235 heads
fast 102 with Holley 95mm throttle body
4 inch cold air intake
speed density
1 7/8th longtubes
3 inch true dual x pipe
btr custom cam 243/256 114 +4
johnson lifters
3/8 pushrods
btr platinum springs
ati damper
tdp stage 2 t56
monster lt1s clutch.








https://cimg7.ibsrv.net/gimg/ls1tech...54648ec0c.jpeg

picture added.

500rwtq is no joke. What does the car weigh?

2,950 lol.

What are the cam specs?

243/256 114+4 .627/.593

I have some questions.
Are your TFS heads cathedrals?
What size engine in CID?
Secondly what is your main goal with this vehicle?

All your gear is good.

We have a similar combo except I have CNC LS3 heads.

Will write my thoughts once you answer these questions.

Sorry, its a 418ci but answer the rest.
my bad!

Yes, Trickflow dont make a 235 rectangle port head. So yes they are cathedrals.

Ok.
What do you think of the OP's results?

Not too shabby for old tech cathedrals

I think its right where its suppose to be as far as power. Lets not forget that Mustang dynos are stingy as hell. Ive witnessed a cathedral headed 402ci put down 520hp/475tq and 10.7s at 130 in a 3700 pound 6 speed car . That car was also tuned on a mustang dyno.

Op, still have room for improvement by porting the intake to the heads.....

I was thinking the cam specs that he has are more for an LS3 head. Those TFS heads have a much more efficient exhaust port and work better with a 4-6 degree split.
His cam spec for my LS3 head setup would be perfect.

yeah i've heard my cam split is more for ls3 ports but thats what brian tooley spec'd for me. Fast intake is not ported but i was debating on switching it to an msd intake and maybe see what cam motion can spec for me. The car just runs really good for the power. I was suprised it wasn't more but it was super hot and humid that day. I did beat a challenger hellcat, c7 z06, and a 720hp 05 turbo 6.0 single cab sierra.

If the rest of the exhaust is on the restrictive side, the wider split might be warranted to ensure good evacuation.

1 7/8 longtubes, 3 inch true dual with x pipe

That's a good exhaust. Wide split not really needed, but won't hurt things

I bet it would run good.
If you get the msd the power curve will smoothen out.
I'm not sure if the fast or msd is the better option on cathedral heads.
I know on the LS7 the msd is better than the fast.
If you get the mid length runners in the fast you will gain another 500rpm or so but you will lose torque off idle till about 5500rpm.

Dont worry about the split. Very few people know the TFS heads better than tooley. Car is running great. Dont take what works in reality and think it is messed up because it does not work in theory.

On the intake I tell you this -- a well-ported msd will beat a ported fast 102. Out the box, the fast is better. I tested both ported by Tony Mamo on a cathedral head almost back to back. Couple weeks apart. With your CI, my advise is get a good ported msd.

Thanks for clarifying that about the heads.
All cathedrals I see have very narrow splits usually that's all.
Also Brian Tooley doesn't spec cams.
He has a guy there called Nick that does it.
Maybe if you were to call and request Brian it may happen.
If I had these heads I would request Brian personally to spec mine as I know he is the most experienced person with this head.