TSP Stage 1 heads, Torquer 2 Dyno #'s
09-25-2006, 03:36 PM
#22
Originally Posted by Trevor @ Texas Speed & Perf.
Then would you care to explain this a4 locked graph here:
Same heads & completely different torque. PRC heads ship with cnc ports & a cnc valve job to insure consistant results with every set!
Same heads & completely different torque. PRC heads ship with cnc ports & a cnc valve job to insure consistant results with every set!
Is that date correct on the graph? Cause in late 2004 you guys didn't even have a running CNC did you?
Let alone this new PRC LS6 head? Unless the dyno graph is the prototype hand finished units? 
I have also seen poor valve seat concentricity cause poor torque, I see that you have a CNC valve job, what type of seat and guide machine would that be?
You say every set ships with CNC valve job, isn't the valve job an optional upgrade on these heads?
What about my original question
Originally Posted by Brian Tooley
what is the port volume on those you have?
09-25-2006, 03:49 PM
#23
Originally Posted by Zach@Texas-Speed
The torquer 3
Curious about the date also, as version 3 of the cam just recently came out?
09-25-2006, 03:58 PM
#24
Originally Posted by 86 IROC
At peak, what about under the curve? 15 is very good, I don't see people typially get that much. A friend of mine w/ an AFR 205 head - 224/228 cam combo only got 9 from an unported 90 & a 90mm TB over his stock stuff. It is an A4 C5 w/ a stall & full bolt ons.
09-25-2006, 04:34 PM
#25
I appreciate your concern about our products, but I think maybe it would be best if you worried about your own products. The graph was printed with the wrong date because the computers date was wrong. If you'd like discuss each others products we can do that, I have Mike Tokar's supposed super duper TEA ported Dart's here that flow FAR, FAR from what you quoted.
I appreciate your concern about our valve job, it has been dyno tested time & time again. Infact we have dyno tests in next months GM High Tech incase you'd like to see some results. Our CNC LS6 heads have been tested many times. If you have any questions on them you might also talk to Casey @ the School of Automotive Machinist. He recently flow tested one at over 315cfm @ .600 lift! Not bad for a set of $1000 heads that pickup 50+ flywheel horsepower with stock compression! Rest assured our valve job works just fine on that set of heads just like every other set that ships. The beauty of our seat & guide machine is that we can reproduce a valve job design consistantly everytime, and even make instant angle changes.
Attempting to discredit other vendors products... Nice...
If you'd like to discuss this, feel free to contact me personally, instead of attempting to discredit my products on the internet.
Jason
Texas Speed
www.texas-speed.com
I appreciate your concern about our valve job, it has been dyno tested time & time again. Infact we have dyno tests in next months GM High Tech incase you'd like to see some results. Our CNC LS6 heads have been tested many times. If you have any questions on them you might also talk to Casey @ the School of Automotive Machinist. He recently flow tested one at over 315cfm @ .600 lift! Not bad for a set of $1000 heads that pickup 50+ flywheel horsepower with stock compression! Rest assured our valve job works just fine on that set of heads just like every other set that ships. The beauty of our seat & guide machine is that we can reproduce a valve job design consistantly everytime, and even make instant angle changes.
Attempting to discredit other vendors products... Nice...
If you'd like to discuss this, feel free to contact me personally, instead of attempting to discredit my products on the internet.
Jason
Texas Speed
www.texas-speed.com
Originally Posted by Brian Tooley
Is that date correct on the graph? Cause in late 2004 you guys didn't even have a running CNC did you? Let alone this new PRC LS6 head? Unless the dyno graph is the prototype hand finished units?
I have also seen poor valve seat concentricity cause poor torque, I see that you have a CNC valve job, what type of seat and guide machine would that be?
You say every set ships with CNC valve job, isn't the valve job an optional upgrade on these heads?
What about my original question
Let alone this new PRC LS6 head? Unless the dyno graph is the prototype hand finished units? I have also seen poor valve seat concentricity cause poor torque, I see that you have a CNC valve job, what type of seat and guide machine would that be?
You say every set ships with CNC valve job, isn't the valve job an optional upgrade on these heads?
What about my original question
__________________
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
09-25-2006, 07:40 PM
#26
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Those are great numbers for an unlocked auto anyway you slice it. If you want bigger dyno numbers simply find out why the convertor wont lock....That is a problem in itself anyway. If the convertor doesnt lock it could be a bad lock up clutch and it WILL cost you a tranny eventually if you drive it without lockup up in Overdrive.
As for TEAs comments: This is an obvious attempt to discredit a competitors product with no basis. ESPECIALLY since the car was an unlocked auto and STILL produced very good numbers. I dont think the comments could have been made without malicious intent. If they were, it certainly shows said attacks were made by someone with little knowledge.
As for TEAs comments: This is an obvious attempt to discredit a competitors product with no basis. ESPECIALLY since the car was an unlocked auto and STILL produced very good numbers. I dont think the comments could have been made without malicious intent. If they were, it certainly shows said attacks were made by someone with little knowledge.
09-26-2006, 10:34 AM
#27
Originally Posted by Jason 98 TA
I appreciate your concern about our products, but I think maybe it would be best if you worried about your own products. The graph was printed with the wrong date because the computers date was wrong. If you'd like discuss each others products we can do that, I have Mike Tokar's supposed super duper TEA ported Dart's here that flow FAR, FAR from what you quoted.
I appreciate your concern about our valve job, it has been dyno tested time & time again. Infact we have dyno tests in next months GM High Tech incase you'd like to see some results. Our CNC LS6 heads have been tested many times. If you have any questions on them you might also talk to Casey @ the School of Automotive Machinist. He recently flow tested one at over 315cfm @ .600 lift! Not bad for a set of $1000 heads that pickup 50+ flywheel horsepower with stock compression! Rest assured our valve job works just fine on that set of heads just like every other set that ships. The beauty of our seat & guide machine is that we can reproduce a valve job design consistantly everytime, and even make instant angle changes.
Attempting to discredit other vendors products... Nice...
If you'd like to discuss this, feel free to contact me personally, instead of attempting to discredit my products on the internet.
Jason
Texas Speed
www.texas-speed.com
I appreciate your concern about our valve job, it has been dyno tested time & time again. Infact we have dyno tests in next months GM High Tech incase you'd like to see some results. Our CNC LS6 heads have been tested many times. If you have any questions on them you might also talk to Casey @ the School of Automotive Machinist. He recently flow tested one at over 315cfm @ .600 lift! Not bad for a set of $1000 heads that pickup 50+ flywheel horsepower with stock compression! Rest assured our valve job works just fine on that set of heads just like every other set that ships. The beauty of our seat & guide machine is that we can reproduce a valve job design consistantly everytime, and even make instant angle changes.
Attempting to discredit other vendors products... Nice...
If you'd like to discuss this, feel free to contact me personally, instead of attempting to discredit my products on the internet.
Jason
Texas Speed
www.texas-speed.com
So if you would like to go tit for tat on who has better products and the most problems, bring it.....
09-26-2006, 02:43 PM
#29
My 00....Long time no see! Those seat skins look good, I can't wait to get them installed.
This is pretty funny, I'm looking at the torquer cam, along with some LS6 heads I just picked up (and I'm planning on having decked!). Steve said he was doing heads and cam for you, I didn't know it was the same setup I was considering!
Good numbers....I'm aiming for 425-450rwhp and tq with my M6.....so it sounds like I'll be pretty close since you're using an unlocked coverter in your numbers.
This is pretty funny, I'm looking at the torquer cam, along with some LS6 heads I just picked up (and I'm planning on having decked!). Steve said he was doing heads and cam for you, I didn't know it was the same setup I was considering!
Good numbers....I'm aiming for 425-450rwhp and tq with my M6.....so it sounds like I'll be pretty close since you're using an unlocked coverter in your numbers.
09-26-2006, 04:43 PM
#30
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Originally Posted by cantdrv65
Those are great numbers for an unlocked auto anyway you slice it. If you want bigger dyno numbers simply find out why the convertor wont lock....That is a problem in itself anyway. If the convertor doesnt lock it could be a bad lock up clutch and it WILL cost you a tranny eventually if you drive it without lockup up in Overdrive.
As for TEAs comments: This is an obvious attempt to discredit a competitors product with no basis. ESPECIALLY since the car was an unlocked auto and STILL produced very good numbers. I dont think the comments could have been made without malicious intent. If they were, it certainly shows said attacks were made by someone with little knowledge.
As for TEAs comments: This is an obvious attempt to discredit a competitors product with no basis. ESPECIALLY since the car was an unlocked auto and STILL produced very good numbers. I dont think the comments could have been made without malicious intent. If they were, it certainly shows said attacks were made by someone with little knowledge.
09-26-2006, 05:49 PM
#31
Originally Posted by my 00 vette
The car locks the converter on teh street just can't lock on the dyno through the computer I was told. I guess it doesn't matter on Dyno #'s. I was just curious to what I was losing.
09-26-2006, 06:04 PM
#32
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Originally Posted by 300bhp/ton
How high was it being revved?
The 90/90 will show most gains from 5500rpm and above, so if the stock shift point and rpm limter are in place I wouldn't expect much gain.
And from the dyno results I've seen the 90/90 should match a LS6 100% if not a little better all the way from 2000rpm up, right until it starts making more.
The 90/90 will show most gains from 5500rpm and above, so if the stock shift point and rpm limter are in place I wouldn't expect much gain.
And from the dyno results I've seen the 90/90 should match a LS6 100% if not a little better all the way from 2000rpm up, right until it starts making more.
09-26-2006, 06:20 PM
#33
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Originally Posted by Billdog350
My 00....Long time no see! Those seat skins look good, I can't wait to get them installed.
This is pretty funny, I'm looking at the torquer cam, along with some LS6 heads I just picked up (and I'm planning on having decked!). Steve said he was doing heads and cam for you, I didn't know it was the same setup I was considering!
Good numbers....I'm aiming for 425-450rwhp and tq with my M6.....so it sounds like I'll be pretty close since you're using an unlocked coverter in your numbers.
This is pretty funny, I'm looking at the torquer cam, along with some LS6 heads I just picked up (and I'm planning on having decked!). Steve said he was doing heads and cam for you, I didn't know it was the same setup I was considering!
Good numbers....I'm aiming for 425-450rwhp and tq with my M6.....so it sounds like I'll be pretty close since you're using an unlocked coverter in your numbers.
09-26-2006, 06:21 PM
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Originally Posted by 98camaroLS1M6
If you have stock cubes, the fast will kill low-end, not worth it unless your an M6 looking for every bit of performance at the track. This intake is meant for stroker motors. Stick with an ls6 intake
09-26-2006, 06:22 PM
#35
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Originally Posted by WS6FirebirdTA00
You can lock it on the dyno with tuning software, FWIW, but thats the only way (that I know of)
Slowhawk tried to lock it a few times and would not. Maybe something is wrong with the converter. Nothing he did or didn't do. All the products/installation and tuning went great. Connecticut Corvette did the install. Nice work Steve. Make an appointment and save some money.
09-26-2006, 06:31 PM
#36
Originally Posted by 98camaroLS1M6
If you have stock cubes, the fast will kill low-end, not worth it unless your an M6 looking for every bit of performance at the track. This intake is meant for stroker motors. Stick with an ls6 intake
09-26-2006, 07:22 PM
#38
Sorry it took so long to find this. The torque #'s are low because we were blowing through the converter.It's not the Combo,just a bogus torque reading.For some reason my computer has problems locking 00 cars.I'll have to look into it.If it was locked the HP and torque would be up alot. 
Here is the graph.No tricks,right off the street from tuning.
Here is the graph.No tricks,right off the street from tuning.
09-27-2006, 02:30 AM
#39
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Originally Posted by 98camaroLS1M6
If you have stock cubes, the fast will kill low-end, not worth it unless your an M6 looking for every bit of performance at the track. This intake is meant for stroker motors. Stick with an ls6 intake
09-27-2006, 07:19 AM
#40
Every body knows that numbers through autos on stalled cars are not a good means to measure performance. Every converter is different and regardless when you lock one up the torque will suffer thats the nature of the beast. You can't attribute the TQ #'s solely on the heads in this setup, thats not the reason for the lower #'s.
Even if slowhawk could get the lockup perfect he probably wouldn't see much more. Plus this is in a Vette so the IRS will hurt a little as well.
Those are respectable numbers for the setup. Don't worry she'll move.
My recommendation on the FAST intake on this car....Do it. Even if you lost a little down low (which you will NOT), the torque multiplication will negate those effects.
Even if slowhawk could get the lockup perfect he probably wouldn't see much more. Plus this is in a Vette so the IRS will hurt a little as well.
Those are respectable numbers for the setup. Don't worry she'll move.
My recommendation on the FAST intake on this car....Do it. Even if you lost a little down low (which you will NOT), the torque multiplication will negate those effects.