Are there any graphs availible yet for the "Terminator"?

More interested in "baby" cam graphs like a Torquer 2 with a 112 LSA.

Want to know how it compares to Dart 205's with a similar sized cam and LSA.

 

not many people use these heads i guess? this question has been asked before but not many seem to respond..

 

We had a car leave friday that we put a smaller cam and some terminator heads on, it picked up big numbers over the previous patriot heads and larger cam. I will post a graph up monday morning for you guys!!

 

thanks

 

Here is what we did for Shawn Sankey from Denver, CO. Great guy by the way!! These are Terminator 200cc heads and a 228/232 110+2 cam, these were the only things that we swapped coming from some Patriot heads and a 232/234 cam. Like the graph I posted earlier today we got a sporatic torque reading, but this will at least give you an idea of the gains.

 

You don't happen to have a graph with RPM instead of speed do you?

What intake was this through?

 

Same question. If I had rpm, I could calculate torque.

Thanx.

 

Hi there. I'm the customer that Texas Speed installed the Terminator 200cc Heads and a 228/232 110+2 Cam.

Intake: LS6..MAF De-screened.
No pulley..No ported TB.
Thru Hi-Flow cats.

Since the Torque reading had some problems, perhaps this will help.
Using www.f-body.org/gears, and verifying with my own car..here are the rpm's for various engine speeds based on a 3.42 final gear ratio.

2000rpm = 45mph
3000rpm = 67mph
4000rpm = 89mph
5000rpm = 112mph
6000rpm = 134mph
6600rpm = 147mph

I just used the formula TQ=HP x 5252/rpm
You know HP, and just put in those rpm's and you can see 400ft/lbs of Torque is hit really low...Hope that helps..I'm quite pleased..

 

very nice gains man & your TQ isn't that low considering ya still running thru Cats & w/ stock Pulley , TB

peace

 

Thanks. I didn't mean to imply my torque output was low.

I meant to say that 400ft/lbs of TQ was hit very early in the curve.
For instance at 67mph (3000rpm) it looks like the HP is 230.
TQ=HP x 5252/rpm..I calculate 411ft/lb TQ at 3000rpm. Using that formula
it held 410-420ft/lbs TQ from 3000-5000rpm's. At 5252rpm (117mph) HP & TQ are always equal, so it still had 405ft/lbs TQ at 5252rpm. Dopped to 400ft/lbs TQ at about 5500rpm. At 6300rpm TQ was still at 350ft/lbs.

Maybe somebody has an Excell program that can display this easier. Just a problem with the voltage/rpm readings on the dyno that didn't allow the above calculations to be plotted on the dyno chart.

Bottom line..Torque was over 400ft/lbs from 3000-5500rpm's. And believe me that kind of torque gain was a very noticable gain..

 

Awesome! If I had some time I could plot it off in Excell but as you saw Friday we run out of time quickly here. 411ft/lb tq @ 3000rpm

 

So this was through an LS6 intake then? These are exactly the results i have been wanting to see.

 

Yes, "stock" 2002 Camaro LS6 intake.
No pulley, ported Tb. Just good ole head/cam power.
Cats, because Colorado still checks..

 

Just an additional note..Anticipating the question may be asked.

I believe the dyno reading that day was using a STD reading (1.11..)
I used several different conversions and the SEA and STD readings that day were for all pratical purposes virtually identical.
..Temp 66.19F 26.86in-Hg Humidity 31%. Elevation ~3290'.
I know most users want SAE..Just in the spirit of full disclosure..

In any case, the torque and throttle response is for real, and it starts as early as 2500rpm..

 

SAE numbers are lower than STD numbers.

 

Nope. Not on that day.

 

Its not on the graph, but how does it feel in the really low rpm regions, like 1500-3000rpm? Can you break the tires loose in first? In second?

 

A few clarifications are in order. I always try to be honest.

The original dyno graph did not have the actual plotted torque curve due to circumstances beyond my control. The dyno was unable to directly pick up the rpm due to unusual voltage/induction problems on that paticular dyno on that day. Nothing to do with the car. Nothing to do with the shop.

Horspower curve was 100% accurate.

The computed HP was based directly on engine speed, a totally acceptable method and is just as accurate as having being plotted directly vs rpm.

I then converted engine speed into rpm. Computed the TQ based on the engine speed/rpm. Since I did not have the program directly sent to me as a file in the Winpep 7 dyno program, the figures were taken directly from the dyno graph.

Re-calculated the dyno run from a STD reading to SAE. It was off by about 1%(lower) from the previous HP/TQ posting. The corrected data was then put into an Excell program and re-calcuated.

I made an earlier TQ/@3000rpm posting that was not correct. I apologize for that. I should have triple-checked my figures before posting.

Having said that I can quote the following data with absolute certainty.
PRC Terminator Heads/comp Cam 228/232 110+2
LS6 Intake. No pulley..No Ported TB..
3000 rpm/ 220HP 386TQ
3500 rpm/ 264HP 397TQ
4000 rpm/ 306HP 402TQ
5000 rpm/ 392HP 412TQ
6000 rpm/ 423HP 370TQ
6250 rpm/ 418HP 351TQ

Peak Hp 422.55 @5800 rpm Held 422-418 Through 6250rpm..
Peak TQ 411.75 @4800 rpm

Once I figure out how to send and post an Excell graph on LS1Tech, I would be more than willing to post it.

To specifically answer your question. I still have 3.42 gears, so on breaking the tires loose.. I have never been able down much more than a 10-25 foot laydown of rubber, and I'm running out of money to burn this brand of tire down too more. At 5240' altitude, the "uncorrected power" is ~16% lower than at sea level. So my comments of power would be much realistic if said took a jaunt down to Houston, TX., closer to sea level. I have done a few 4k clutch drops and maybe my tires are just unusually sticky, because what usually happens is just that I go in a straight line with a minimal amount of tire spin.

I can tell you that below 1500rpm, I have not noticed any appreciable TQ gain from my previous set-up. I can start feeling it at 2000rpm, and at 2500rpm it has a strong and almost instantaneous throttle response, and the feels like the TQ curve is in full upward ascent.

Even assuming (since the dynp graph didn't start til 3000rpm) that the car has "only" 165HP at 2500rpm, that would be ~350ft/lbs TQ. Even at this altitude it does breaks the tires loose, a 1-2 shift requires good traction, and in mine opinion it is that part throttle response and TQ response that I never seemed to have with a "bigger" cam/larger runner heads.

Of course I did have this cam installed on a 108ICL because I prefer 2500-6250rpm driving range.

It worked for me. Again, I apologize that my original TQ posting was not acceptably accurate, but you still must admit it are some pretty good numbers for this set-up and fairly limited bolt-ons.

Yes, its a long post, but I needed to set the record straight. Great TQ down low. Figures needed to be corrected. There are now.

Hope this answers your question, and clears up any confusion. Thanks for understanding..Shawn..