TEA L92 headed 416ci Z06 going to the dyno tuning tomorrow 10am
06-07-2007, 11:58 AM
#41
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sooo.. chalk this up to yet another L92 build with horrible results... until somebody surprises me im gonna keep up on my opinion that the L92's suck ***** 
my home build budget 408 had some snags... but i posted up the numbers anyways.
my home build budget 408 had some snags... but i posted up the numbers anyways.
06-08-2007, 06:53 AM
#45
Originally Posted by edcmat-l1
Theres a few out there topping the 500 rwhp mark.....
I personally know of one of the most civilized 500 rwhp cars you've ever encountered. L92/L76 403
I personally know of one of the most civilized 500 rwhp cars you've ever encountered. L92/L76 403
And I'm sure he posted up detailed info on the build and let everyone follow along every step of the way.
06-08-2007, 08:05 AM
#46
Originally Posted by LostCauseZ06
sooo.. chalk this up to yet another L92 build with horrible results... until somebody surprises me im gonna keep up on my opinion that the L92's suck *****
my home build budget 408 had some snags... but i posted up the numbers anyways.
my home build budget 408 had some snags... but i posted up the numbers anyways.
I know of several setups that walked your *** with a 20* smaller cam...
06-08-2007, 02:37 PM
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Originally Posted by LostCauseZ06
sooo.. chalk this up to yet another L92 build with horrible results... until somebody surprises me im gonna keep up on my opinion that the L92's suck *****
my home build budget 408 had some snags... but i posted up the numbers anyways.
my home build budget 408 had some snags... but i posted up the numbers anyways.
06-08-2007, 04:24 PM
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Originally Posted by Stang's Bane
Yeah right.... I know of several setups that walked your *** with a 20* smaller cam...
I know of several setups that walked your *** with a 20* smaller cam...oh yeah??? funny im pretty sure i havent lost a race with my setup yet
the point is this... with flow number in 330's - 350's these things should CONTINUALLY AND EASILY put down well over 500 RWHP.... that is the way it is and for the flow numbers these things put down the power is just not there. im just glad i didnt waste my time and money swapping to these when they first came out...
20* smaller cam eh??? lol last time i checked i havent seen anybody with patriot heads and a 230* camshaft on a 408 putting down numbers even remotely close to mine... good try though.
06-08-2007, 04:59 PM
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Originally Posted by LostCauseZ06
oh yeah??? funny im pretty sure i havent lost a race with my setup yet
the point is this... with flow number in 330's - 350's these things should CONTINUALLY AND EASILY put down well over 500 RWHP.... that is the way it is and for the flow numbers these things put down the power is just not there. im just glad i didnt waste my time and money swapping to these when they first came out...
20* smaller cam eh??? lol last time i checked i havent seen anybody with patriot heads and a 230* camshaft on a 408 putting down numbers even remotely close to mine... good try though.
the point is this... with flow number in 330's - 350's these things should CONTINUALLY AND EASILY put down well over 500 RWHP.... that is the way it is and for the flow numbers these things put down the power is just not there. im just glad i didnt waste my time and money swapping to these when they first came out...
20* smaller cam eh??? lol last time i checked i havent seen anybody with patriot heads and a 230* camshaft on a 408 putting down numbers even remotely close to mine... good try though.
Let's compare EXHAUST FLOW numbers:
Stock L92 - 330 194
AFR 205 - 298 230
MTI 243 - 336 240
AFR 225 - 320 250
CNC TF - 320 259
CNC Z06 - 304 311
Not to mention the L76 intake only flows 300 CFM.
My hat's off to you out there doing the hard R & D of porting the L92 heads.
Last edited by cybernco; 06-09-2007 at 04:29 AM.
06-08-2007, 05:26 PM
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Originally Posted by cybernco
You are too focused on the intake flow numbers.
Let's compare EXHAUST FLOW numbers:
Stock L92 - 330 194
MTI 243 - 336 240
CNC TF - 320 259
AFR 205 - 292 301
CNC Z06 - 304 311
AFR 225 - 307 316
Not to mention the L76 intake only flows 300 CFM.
My hat's off to you out there doing the hard R & D of porting the L92 heads.
Let's compare EXHAUST FLOW numbers:
Stock L92 - 330 194
MTI 243 - 336 240
CNC TF - 320 259
AFR 205 - 292 301
CNC Z06 - 304 311
AFR 225 - 307 316
Not to mention the L76 intake only flows 300 CFM.
My hat's off to you out there doing the hard R & D of porting the L92 heads.
k.... we arent exactly talking about throwing off the shelf out of the box heads on.... all of these cars putting down just over and most of the time under 500 RWHP down all have ported heads....
btw... i see you have a 416 L92, what were your dyno results?
06-08-2007, 08:05 PM
#51
Originally Posted by LostCauseZ06
oh yeah??? funny im pretty sure i havent lost a race with my setup yet
the point is this... with flow number in 330's - 350's these things should CONTINUALLY AND EASILY put down well over 500 RWHP.... that is the way it is and for the flow numbers these things put down the power is just not there. im just glad i didnt waste my time and money swapping to these when they first came out...
20* smaller cam eh??? lol last time i checked i havent seen anybody with patriot heads and a 230* camshaft on a 408 putting down numbers even remotely close to mine... good try though.
the point is this... with flow number in 330's - 350's these things should CONTINUALLY AND EASILY put down well over 500 RWHP.... that is the way it is and for the flow numbers these things put down the power is just not there. im just glad i didnt waste my time and money swapping to these when they first came out...
20* smaller cam eh??? lol last time i checked i havent seen anybody with patriot heads and a 230* camshaft on a 408 putting down numbers even remotely close to mine... good try though.
06-08-2007, 08:18 PM
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I have off the shelf L92 heads, CATs on my exhaust and a hoaky GHL Motorsports X-Pipe that are bottlenecks. Now with hind sight, I would run headers with 1-7/8" collectors instead of 1-3/4"; true 3" dual exhaust without CATs or X-Pipe; a Cam with 114 CL instead of 112 CL and ported heads. Well, I'm out of excuses... Here's my dyno when I first installed the engine.
06-08-2007, 09:21 PM
#53
Originally Posted by cybernco
You are too focused on the intake flow numbers.
Let's compare EXHAUST FLOW numbers:
Stock L92 - 330 194
MTI 243 - 336 240
CNC TF - 320 259
AFR 205 - 292 301
CNC Z06 - 304 311
AFR 225 - 307 316
Not to mention the L76 intake only flows 300 CFM.
My hat's off to you out there doing the hard R & D of porting the L92 heads.
Let's compare EXHAUST FLOW numbers:
Stock L92 - 330 194
MTI 243 - 336 240
CNC TF - 320 259
AFR 205 - 292 301
CNC Z06 - 304 311
AFR 225 - 307 316
Not to mention the L76 intake only flows 300 CFM.
My hat's off to you out there doing the hard R & D of porting the L92 heads.
06-09-2007, 04:39 AM
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Originally Posted by Stang's Bane
Just noticed something, when you get to the afr stuff(and down), your numbers are a little off
Stock L92 - 330 194
AFR 205 - 298 230
MTI 243 - 336 240
AFR 225 - 320 250
CNC TF - 320 259
But, do you see my point about exhaust flow? Plus there's a lot more to making power than simple flow numbers i.e. valve angle, swirl, valve shrouding, cam design, etc. I think with enough time you'll see ported L92 heads making the same power as aftermarket heads. It's just going to take a lot of R&D time and money to develop the proper porting and cam design. Years of R & D have been put into developing the great LS1 aftermarket heads available today.
Last edited by cybernco; 06-09-2007 at 04:45 AM.
06-09-2007, 06:08 AM
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Originally Posted by cybernco
Thanks for the correction. The revised figures below are from each manufacturer’s / vendor's website.
Stock L92 - 330 194
AFR 205 - 298 230
MTI 243 - 336 240
AFR 225 - 320 250
CNC TF - 320 259
Stock L92 - 330 194
AFR 205 - 298 230
MTI 243 - 336 240
AFR 225 - 320 250
CNC TF - 320 259
TEA 317- 343 268 (.600)
06-09-2007, 08:20 AM
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Here is the flow numbers on my ET 245`s worked over by Greg Good!
Intake Exhaust
.200" 148 117
.300" 228 160
.400" 301 196
.500" 339 247
.600" 354 263
.650" 354 269
.700" 355 272
Intake Exhaust
.200" 148 117
.300" 228 160
.400" 301 196
.500" 339 247
.600" 354 263
.650" 354 269
.700" 355 272
06-09-2007, 11:38 AM
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Originally Posted by beardWS6
Here is the flow numbers on my ET 245`s worked over by Greg Good!
Intake Exhaust
.200" 148 117
.300" 228 160
.400" 301 196
.500" 339 247
.600" 354 263
.650" 354 269
.700" 355 272
Intake Exhaust
.200" 148 117
.300" 228 160
.400" 301 196
.500" 339 247
.600" 354 263
.650" 354 269
.700" 355 272
changed valves from stock 2.165 intake valve to a 2.125 intake valve.......
Stock it flowed 317/218 @ .600
After porting:
238@ .300 intake
297@ .400 intake
360@ .600 intake
257@ .600 exhaust
since this thread has yet to deliver......
I should have an engine here in Dallas this weekend. Hopefully after the heads are milled for desired compression and all this is put together we will have some dyno results on a 408/ported L92 head/ 24X/24x cam setup with 1 7/8 headers, GMPP Carb Style Intake w/ elbow, and true dual exhaust in the next week or two.
06-09-2007, 11:44 AM
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Sounds like you guys from texas have got it together. I can't wait to hear about the results!!!
What is Greg Good's contact info? I'd be interested in a good set of ported L92's.
What is Greg Good's contact info? I'd be interested in a good set of ported L92's.
