flynz

iTrader: (13)

My friend with the exact set up you are talking about did 538whp 522lbft and on nitrous... 150shot.... did 698whp and 700lbft i was very impressed to say the least! i beleive they are patriot heads stg.3-4 and the texas giant cam from TSP.... oh and kooks headers through stock cat back...

V-10 Killer

iTrader: (22)

Those are definately some healthy numbers! Was their car a M6 or A4 car? I seriously thought about that cam, but chose against it for street manners reasons. I hope I get a little better idle/street manners and better n2o results with the 114 LSA cam.

beardWS6

iTrader: (1)

V-10 do you have your set-up running? Just curious how your heads flow and the power your putting out. Let us know, Thanks!

aNuBiS

iTrader: (25)

No he doesnt, he started this thread cause he was curious about the same things you just asked, lol.

V-10 Killer

iTrader: (22)

Nope, unfortunately I'm low man on the ET heads list right now. I just ordered 3 weeks ago thru FFHP. At best starting next week I'm hoping to get the shortblock reinstalled, all accessories and radiator, rollbar/seats/harnesses, 99+ fuel tank, and new fuel pump. I probably won't have it all together for at least another month due to the wait on the heads
I'll probably get a few base miles on it and map the VE tables myself, but I'm gonna take it to a professional tuner for peak power tuning. I'd love to see if I can hit 500 rwhp on motor thru an A4, and 700 on a 200 (max) shot. Should make for a fun summer driver

BUYAMERICAN

All looks like the same numbers I have seen for the last five years from the good shops whether worked LS6, LQ9, AFR, or ET's..
Yawn...Really

bg-sdpc

iTrader: (4)

We have a 402 with 245cc ETP heads going together at this time that will be on the dyno (engine dyno) in the next week or so. I will post numbers as soon as they are available.

beardWS6

iTrader: (1)

Cool, let us know how it goes!!!

Ryne @ CMS

iTrader: (10)

i am running a 254-266 .646 lift on a 113 lsa cammotion grind, in my 408, plus out of the box AFR 225's, i put 550 rwhp 501 rwtq, of course fast 90/90. speed density tune, drives not like a kitten, but its pretty tame.

V-10 Killer

iTrader: (22)

I'm gonna add a few 408's that I found that are close, for comparison:
gtodoug's LME 408

BeardWS6's 408

Still not many 402's yet, but I hear of 2 being dyno'd this month.

gtodoug

iTrader: (1)

thanks V-10 killer. I was looking for this thread to post my info but you beat me to it.

dougie

Blown04Z06

wow after reading this i hope i dont have any problems. i see really really good results and then i see not poor but lower results.

im shooting for the 500 mark that everyone else wants. i took the blower off my car and sold it due to blowing #7 cyl. decided to go all motor and have similar but i think more effective power day to day. my LS2 402 is done sitting in my garage, next step is head work and cam selection hopefully that will be nailed down this week, reusing my LS6 heads, intake and exhaust will be hand ported by a friend that is a bad *** cylinder head machinest. keeping the stock valve sizes for now, im being told flow will be 310@.600, LGT's LG or Kook's, havent decided. definitely going with #42 injectors to play it safe. LS6 intake will be port matched to heads. cam 608/612 248/254 lsa cut on a 115 installed on a 111. CR is currently 10.8:1, could mill the heads and put a thiner HD gasket on, havent decided yet. stil reading to see who is doing what to make my own decision on what would be best for my car. 5/20/06 is my estimated install week, if i can get the funds together to finish this.

anyone in the DFW area that needs a house a or a home loan let me know so i can help you by a house that helps me finish my car, lol.

NEVRLIFT

If I were you I'd go with a narrower LSA and more compression to pump your DCR up. The motor can probably take the extra compression no problem because of that big cam.

SideStep

If you are using factory MLS head-gaskets (.060) and un-milled LS6 heads (64.35cc?) it looks like your DCR is 7.61. I am assuming your pistons are 7cc dished and just about flush with the deck (not normal)... That is how I got it to equal 10.88 static on a 402, with that cam. If all these assumptions are correct, try to goto a .040 head-gasket that would bump your DCR to 7.96 and milling the heads down to 62cc would bring it up to 8.17.

Do you already have that cam???

Blown04Z06

no i dont have that cam yet, but those are the specs that we have discussed to combo with the head work that is being done. might have it cut on a 114 installed on a 110. The positive side is the engine builder, is also doing my head work, he is spec'n the cam according to his head work so that everything is working together at an optimum rate. i trust his decisions, considering his daily driver was a '00 SS 9.6 1/4 mile H/C 150 shot 6spd. its torn apart now, being built 427ci, ls7 heads, custom beck intake manifold, 2stage 400 shot. ive seen his port work in person on 241 LS1 heads flow 304cfm @.600 lift, stock valve sizes.

as far as all the technical stuff on the CR, i believe the pistons are dished and have valve relief cuts already in them, i was told that the CR would be 10.8:1 using stock 243 LS6 heads without milling or a thinner HD gasket. just intake and exhaust port work stock Z06 light weight valves. i want to be able run N20 in the future and 93 octane on a daily basis.

i say its a daily driver, but i work from home as of this week FULL time and my A-B vehicle is a 88 Jeep Cherokee. I put 50k on this car in 2 years and 4 months it was in the shop for body work and warranty work. 2X4 flew off a work truck and hit the front end & exploded the nose and damaged several other areas as it went over the car and i had a lot of warranty work done too.

the long block should be finished in 2-3 weeks, at the shop for install the week of the 20th of may. im looking forward to completing this project. i havent driven the car in 4 months.

fast 90/90 will be the only future upgrade with a small shot Direct port N20 set up.

Patrick G

iTrader: (14)

I would be more trusting of your engine builder's cam recommendations if those times had been achieved on motor. I think you're going to have a motor that has mediocre power under the curve. It will only be impressive above 6000 rpm with a 115LSA cam, even a 114LSA cam. Run the numbers and you'll know why.

Consider having your engine builder spec you a cam that gets your DCR above 8.5:1 and one that closes your intake valve closer to 50-52 degrees ADBC at .050". This will ensure you make the most power under the curve with a FAST intake.

SideStep

..that 7.61 DCR is going to be mushy in the low and mid rpms...

Blown04Z06

so im guessing your running 9's on all motor with your set up?

you seem to be a little more of a technical person than i am. maybe there is a little information that i am leaving out or misunderstanding.

i see myself driving this car on a regular basis, its not going to be a weekend trailer *****.

also from my understanding the cam is cut on a 114LSA and installed on a 110, the degree is advanced on install. the cam will perform much better for day to day driving on the street, i wont have vaccum or idle issues. but i will bring up your recommendations to him and see what he says.

i agree the fast 90/90 will have its benefits when i do it in the future. i want the engine to be built with that in mind. the good thing is, heads and cam have not been selected yet, that is still open for making decisions.

i do know that my LS6 heads will flow more than your AFR's do without oversized valves and ill spend less than half of what you spent. ive already seen a set of his ls6 heads flow 354cfm at .600 lift. although im not opting for those right now. im going for his hand ported versions that flow 308-314 consitantly with stock size valves. he did say that he static compression will stay around 11:1. i want to be able to run 93 octane.

Patrick G

iTrader: (14)

If that's the case, then a 248/254 114LSA 110ICL is going to be a TURD in your car. Let me explain why.

First off, your intake valve closing point is too late for a car driven on a regular basis. On a 408, it should be closer to 46-50 degrees ABDC at .050" to work best with an LS6 or FAST intake.

Secondly, your dynamic compression is going to be LOW with only 11.0:1 SCR. With your cam advanced 4 degrees, I get only 7.83 DCR.

Here's a cam I feel would meet your needs much better (ie much more power under the curve):
240/250 .609/.616 111LSA +3
With this cam, you DCR is raised to 8.3 (that's a full 5 tenths!) and your intake valve closing point is 48 degrees ABDC (which will match the tuned runner length of the LS6/FAST intake better), and finally, your overlap is now better centered over TDC (which will allow the motor to rev better past peak hp). BTW, even though the cam is a 111LSA, the overlap is exactly THE SAME as your 114LSA cam (23 degrees at .050").

98Z28CobraKiller

iTrader: (17)

Hey don't mean to jack your thread here but, Patrick would this cam be better for me also?