Another heads/cam LS1 F-body above 500 rwhp!
06-22-2007, 10:37 PM
#83
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Originally Posted by John02SS
I didn't mean to bash the numbers as it seems to be a sensitive subject and I honestly don't care. Take it to the track and lets see what it puts down mph. If the car isn't set for the dragstrip then it might not et great, but the mph will be the indication of the power. We will see if it runs 470 rwhp times or 508 rwhp times, as there is a difference. I've ran mine hot and cold, so I know what a full weight car with that kinda power should mph in both. Again, sorry if I fluffed your feathers, just feel that the numbers should be done on a calibrated dyno then instead of manipulating a defective one if we are gonna show the potential of the parts.
Quit hating johnny boyeee
Your junk didnt trap well either Last edited by SILVERZZ28; 07-12-2007 at 11:19 AM.
06-23-2007, 12:24 PM
#85
FormerVendor
I am just now reading all this but I think anyone knows Houston never gets to 34% humidity in the summer and also then hardly ever even in the dead of winter at low 40F temps if ever. If your vapor pressure is set artificially low or is reading artificially low you will get a lower number. Houston in the summer is always high temperature and high humidity and the numbers always correct UP. This is just common sense for people that dyno a lot on engine dynos as well. We NEVER had anywhere near that low a humidity and the resulting vapor pressure on any dyno session I have ever seen in the summer anywhere in the USA and certainly not ever here in Houston.
If the dyno thinks all the barometric pressure is from clean dry air it will correct the numbers incorrectly. The engine really isn't getting the whole barometric air pressure if some is from humidity hench why you have to see the corrected numbers. If you have two days that each feature a 29.92 barometer reading but one is 25% humidity and one is 85% humidity you can have a swing of 20+ hp easy on a 500 hp engine any day. On the older engine dyno at SAM we had to set the vapor pressure from a weather station before each pull and if you dyno in high humidity and do not resample the vapor pressure you will lose a lot of power to the correction since it thinks the engine is getting more oxygen than it really is. You can't burn all that pressure since some is water vapor!
If the dyno thinks all the barometric pressure is from clean dry air it will correct the numbers incorrectly. The engine really isn't getting the whole barometric air pressure if some is from humidity hench why you have to see the corrected numbers. If you have two days that each feature a 29.92 barometer reading but one is 25% humidity and one is 85% humidity you can have a swing of 20+ hp easy on a 500 hp engine any day. On the older engine dyno at SAM we had to set the vapor pressure from a weather station before each pull and if you dyno in high humidity and do not resample the vapor pressure you will lose a lot of power to the correction since it thinks the engine is getting more oxygen than it really is. You can't burn all that pressure since some is water vapor!
06-23-2007, 09:06 PM
#86
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Good call Mr. Koeing.
That was my read on it also. In retrospect, perhaps an "asterisk" accompanying the dyno graph would have cleared up any confusion. I.E., humidity correction applied to the following SAE reading.
Yes, its a dilemma. You got a valid reading, but a busted hydrometer.
Thanks for the clarification. It's interesting vapor pressure (humidity) can swing a dyno reading 20-30hp.
In any case it is an impressive result.
That was my read on it also. In retrospect, perhaps an "asterisk" accompanying the dyno graph would have cleared up any confusion. I.E., humidity correction applied to the following SAE reading.
Yes, its a dilemma. You got a valid reading, but a busted hydrometer.
Thanks for the clarification. It's interesting vapor pressure (humidity) can swing a dyno reading 20-30hp.
In any case it is an impressive result.
06-23-2007, 10:08 PM
#88
Originally Posted by BOTTLEFEDLS1Z
4.00" bore and a stock crankshaft is that almost 370 ci????
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
06-24-2007, 01:40 AM
#90
FormerVendor
Originally Posted by WeathermanShawn
Good call Mr. Koeing.
That was my read on it also. In retrospect, perhaps an "asterisk" accompanying the dyno graph would have cleared up any confusion. I.E., humidity correction applied to the following SAE reading.
Yes, its a dilemma. You got a valid reading, but a busted hydrometer.
Thanks for the clarification. It's interesting vapor pressure (humidity) can swing a dyno reading 20-30hp.
In any case it is an impressive result.
That was my read on it also. In retrospect, perhaps an "asterisk" accompanying the dyno graph would have cleared up any confusion. I.E., humidity correction applied to the following SAE reading.
Yes, its a dilemma. You got a valid reading, but a busted hydrometer.
Thanks for the clarification. It's interesting vapor pressure (humidity) can swing a dyno reading 20-30hp.
In any case it is an impressive result.
So say you had 29.82 in both tests but the vapor pressure part was different by that .80 in HG so you have 29.82/29.02 X 479 = 492 just for an example. So because of the extra humidity's part of that barometric pressure you actually lost about .4 PSI of your naturally provided 14.7 PSI boost but again I am just making the numbers up for illustration.
Of course the more hp you are working with the more the difference will affect it as a percentage. Anyway the humidity % is another calculated number as the air can hold more water at higher temperatures in the summer than in the colder winter. High temps and the corresponding higher humidity will definitely reduce power and have to be accounted for correctly in the dyno results or the numbers will be artificially low.
06-24-2007, 10:23 AM
#92
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Originally Posted by racer7088
I am just now reading all this but I think anyone knows Houston never gets to 34% humidity in the summer and also then hardly ever even in the dead of winter at low 40F temps if ever. If your vapor pressure is set artificially low or is reading artificially low you will get a lower number. Houston in the summer is always high temperature and high humidity and the numbers always correct UP. This is just common sense for people that dyno a lot on engine dynos as well. We NEVER had anywhere near that low a humidity and the resulting vapor pressure on any dyno session I have ever seen in the summer anywhere in the USA and certainly not ever here in Houston.
If the dyno thinks all the barometric pressure is from clean dry air it will correct the numbers incorrectly. The engine really isn't getting the whole barometric air pressure if some is from humidity hench why you have to see the corrected numbers. If you have two days that each feature a 29.92 barometer reading but one is 25% humidity and one is 85% humidity you can have a swing of 20+ hp easy on a 500 hp engine any day. On the older engine dyno at SAM we had to set the vapor pressure from a weather station before each pull and if you dyno in high humidity and do not resample the vapor pressure you will lose a lot of power to the correction since it thinks the engine is getting more oxygen than it really is. You can't burn all that pressure since some is water vapor!
If the dyno thinks all the barometric pressure is from clean dry air it will correct the numbers incorrectly. The engine really isn't getting the whole barometric air pressure if some is from humidity hench why you have to see the corrected numbers. If you have two days that each feature a 29.92 barometer reading but one is 25% humidity and one is 85% humidity you can have a swing of 20+ hp easy on a 500 hp engine any day. On the older engine dyno at SAM we had to set the vapor pressure from a weather station before each pull and if you dyno in high humidity and do not resample the vapor pressure you will lose a lot of power to the correction since it thinks the engine is getting more oxygen than it really is. You can't burn all that pressure since some is water vapor!
To Weatherman's point I would only ask why they didn't recalibrate the weather station before dynoing to ensure accurate numbers based on the proper correction factor. No matter how you look at it, blowing on the weather station to achieve the proper correction factor is not exactly accurate and looks a little suspect. As consistent as Dynojets are, their numbers can be manipulated by placement of the weather station and ventilation (or lack of) inside the actual dyno room. Anyway you look at it his numbers are still very good.
06-24-2007, 01:14 PM
#93
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DrkPhx:
You make a very good point. In no way do I personally condone recalibrating an instrument in any way other than the standard procedure.
It is also true that another person dynoing that day without the proper recalibration of the hygrometer would have had an artifically low reading.
Does pay to double-check weather conditions prior to dynoing. Even in my case, I have always been hesitant to share a dyno/track time until I can duplicate it more than once.
The results are valid and the power is impressive, but I do agree with you that a standard recalibration would have been as equally accurate and eliminated the possibility of any doubt.
Tough to do, not all we do with our cars and passion is exactly science.
You make a very good point. In no way do I personally condone recalibrating an instrument in any way other than the standard procedure.
It is also true that another person dynoing that day without the proper recalibration of the hygrometer would have had an artifically low reading.
Does pay to double-check weather conditions prior to dynoing. Even in my case, I have always been hesitant to share a dyno/track time until I can duplicate it more than once.
The results are valid and the power is impressive, but I do agree with you that a standard recalibration would have been as equally accurate and eliminated the possibility of any doubt.
Tough to do, not all we do with our cars and passion is exactly science.
06-24-2007, 06:42 PM
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Originally Posted by Patrick G
The cylinder bore is 3.905". The combustion chamber diameter is opened up to 4.00", but this does not increase displacment. It's still just a 347.
I see. Thanks...
06-24-2007, 09:25 PM
#96
Originally Posted by 03EBZ06
Very nicely done. I didn' think those heads had it in them because of the small ports. I've been told by dyno guy the FAST is worth about 12rwhp?
You think this is true?
You think this is true?
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
06-24-2007, 11:05 PM
#97
Originally Posted by DrkPhx
I don't think anyone is disputing the actual weather from that time and day. I always use www.wunderground.com for weather readings when I hit the track and compare it to my cheap weather station I bring along. The temp is usually off by a little, but the barometric pressure is consistently close. To me this is the most critical weather factor for measuring performance. Before I made my original post, I checked the site and compared Patrick G's quote of the actual humidity to the registered % on wunderground and they are very close.
To Weatherman's point I would only ask why they didn't recalibrate the weather station before dynoing to ensure accurate numbers based on the proper correction factor. No matter how you look at it, blowing on the weather station to achieve the proper correction factor is not exactly accurate and looks a little suspect. As consistent as Dynojets are, their numbers can be manipulated by placement of the weather station and ventilation (or lack of) inside the actual dyno room. Anyway you look at it his numbers are still very good.
To Weatherman's point I would only ask why they didn't recalibrate the weather station before dynoing to ensure accurate numbers based on the proper correction factor. No matter how you look at it, blowing on the weather station to achieve the proper correction factor is not exactly accurate and looks a little suspect. As consistent as Dynojets are, their numbers can be manipulated by placement of the weather station and ventilation (or lack of) inside the actual dyno room. Anyway you look at it his numbers are still very good.
06-29-2007, 12:25 AM
#98
Originally Posted by Patrick G
I've found an unported FAST 90 to be worth 15-20 rwhp and a Mamo-ported FAST to be worth 25-30 rwhp over an LS6 intake. These are 6 speed gains. An automatic may not show as large of gains.
06-29-2007, 09:42 AM
#99
WOW congrats on the sick #'s!!!
Goes to show what you can do when you do you're homework and match up the right recipe.
Long live AFR 205's LOL
I'm sure with the small runner heads and upped compression, it's a blast on the street. Should pull like a freight train over these 500hp 215-225 heads and 240+ cams from everything up to 6k.
Goes to show what you can do when you do you're homework and match up the right recipe.
Long live AFR 205's LOL
I'm sure with the small runner heads and upped compression, it's a blast on the street. Should pull like a freight train over these 500hp 215-225 heads and 240+ cams from everything up to 6k.
Last edited by DannoWS6; 06-29-2007 at 09:47 AM.
