Stock Headed 408 - 468/460 w/ LS6 and Pacesetters
03-02-2006, 01:48 AM
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Stock Headed 408 - 468/460 w/ LS6 and Pacesetters I guess being the moderator of this section I should post up my numbers.
A big thanks goes out to Daniel/Scott/Joe of SimplequickRacing for making this work for me. The car drives like a baby cam car and pulls like hell through all gears. I can put around at 1300rpm in 6th no problem.
408 Built by Erik @ HPE
8cc dish Weisco's
Stock 241 heads
10.96:1 Comp.
244/248 612/615 on 115 XE-R Lobe
Though an M6
LS6 Intake
Home Ported TB
Pacesetter Headers
True Duals
SD Tuning by SimplequickRacing
Put 468.8/460.8 down with somewhere near 300 on the clock.
The graph I have a picture of currently is a few shy of that.
A big thanks goes out to Daniel/Scott/Joe of SimplequickRacing for making this work for me. The car drives like a baby cam car and pulls like hell through all gears. I can put around at 1300rpm in 6th no problem.
408 Built by Erik @ HPE
8cc dish Weisco's
Stock 241 heads
10.96:1 Comp.
244/248 612/615 on 115 XE-R Lobe
Though an M6
LS6 Intake
Home Ported TB
Pacesetter Headers
True Duals
SD Tuning by SimplequickRacing
Put 468.8/460.8 down with somewhere near 300 on the clock.
The graph I have a picture of currently is a few shy of that.
03-02-2006, 07:53 AM
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Awesome numbers! That torque "curve" is phenomonal! Especially for a stock untouched set of heads. I've got a 408 with that same cam from HPE... and mine's not making 400 ft.lb til 4k! Hmmmmmmmmmmmm.
Last edited by 408LS1TA; 03-02-2006 at 07:58 AM.
I feel better about my cam now
Good numbers, I should have sprayed ya
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03-02-2006, 11:33 AM
#9
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From the Land & Sea Dynomite Dynamometer Help File...(DYNO-MAX 2000 Pro Software)
Observed – No atmospheric correction is applied.
Standard – Atmospheric correction is applied using the SAE’s J607 "STP" curves, based on: "60 degrees Fahrenheit Inlet Air temperature, 29.92 inches of Mercury barometric pressure @ at 32F (101.32 kilopascals), and Dry Air."
This atmospheric correction takes Mechanical Efficiency into account based on either the SAE’s simple Fixed 85% ME or (optionally) by utilizing DYNO-MAX 2000’s more sophisticated Friction Compensation algorithms for estimating the ME%.
SAE - Atmospheric correction is applied using the more conservative (than Standard) SAE J1349 correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 99 kilopascals (29.38 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction takes Mechanical Efficiency into account based on either the SAE’s simple Fixed 85% ME or (optionally) by utilizing DYNO-MAX 2000’s more sophisticated Friction Compensation algorithms for estimating the ME%.
DIN - Atmospheric correction is applied using the DIN (German) correction curves, based on: "68 degrees Fahrenheit Inlet Air temperature, 101.32 kilopascals (29.92 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction does not take Mechanical Efficiency into account.
J1995 - Atmospheric correction is applied using the SAE J1995 (diesel) correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 100 kilopascals (29.53 inches of Mercury barometric pressure @ 32F), and Dry Air."
JIS - Atmospheric correction is applied using the JIS (Japanese) correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 99 kilopascals (29.38 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction method uses exponential curves rather than the Mechanical Efficiency factors.
ECE - Atmospheric correction is applied using the ECE (European) correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 99 kilopascals (29.38 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction does not take Mechanical Efficiency into account.
DYNO-MAX 2000 Help - Copyright ©2005 - All rights reserved. Land & Sea, Inc.
Observed – No atmospheric correction is applied.
Standard – Atmospheric correction is applied using the SAE’s J607 "STP" curves, based on: "60 degrees Fahrenheit Inlet Air temperature, 29.92 inches of Mercury barometric pressure @ at 32F (101.32 kilopascals), and Dry Air."
This atmospheric correction takes Mechanical Efficiency into account based on either the SAE’s simple Fixed 85% ME or (optionally) by utilizing DYNO-MAX 2000’s more sophisticated Friction Compensation algorithms for estimating the ME%.
SAE - Atmospheric correction is applied using the more conservative (than Standard) SAE J1349 correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 99 kilopascals (29.38 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction takes Mechanical Efficiency into account based on either the SAE’s simple Fixed 85% ME or (optionally) by utilizing DYNO-MAX 2000’s more sophisticated Friction Compensation algorithms for estimating the ME%.
DIN - Atmospheric correction is applied using the DIN (German) correction curves, based on: "68 degrees Fahrenheit Inlet Air temperature, 101.32 kilopascals (29.92 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction does not take Mechanical Efficiency into account.
J1995 - Atmospheric correction is applied using the SAE J1995 (diesel) correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 100 kilopascals (29.53 inches of Mercury barometric pressure @ 32F), and Dry Air."
JIS - Atmospheric correction is applied using the JIS (Japanese) correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 99 kilopascals (29.38 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction method uses exponential curves rather than the Mechanical Efficiency factors.
ECE - Atmospheric correction is applied using the ECE (European) correction curves, based on: "77 degrees Fahrenheit Inlet Air temperature, 99 kilopascals (29.38 inches of Mercury barometric pressure @ 32F), and Dry Air."
This atmospheric correction does not take Mechanical Efficiency into account.
DYNO-MAX 2000 Help - Copyright ©2005 - All rights reserved. Land & Sea, Inc.
03-02-2006, 09:54 PM
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Originally Posted by Louis
Brandon, cmon, you should know 
! SAE#s !!!
! SAE#s !!!I really dont think it was morethan a few hp difference, and SAE might have infact been higher.
uncorrected, even in the hot *** august temps was higher too...
04-02-2006, 04:35 AM
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Originally Posted by Brandon Boomhauer
I have SAE numbers somewhere, I'll get them from the shop next time I'm down there.
I really dont think it was morethan a few hp difference, and SAE might have infact been higher.
uncorrected, even in the hot *** august temps was higher too...
I really dont think it was morethan a few hp difference, and SAE might have infact been higher.
uncorrected, even in the hot *** august temps was higher too...
