427 procharger F-1a L92 heads 858 RWHP
08-07-2007, 02:48 PM
#21
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Originally Posted by corvettetimmy
I wouldn't say that the cam was way off. It still made 750 when we let out of it.
It made 850+ and you could barely tell it had a cam. The power comes on early and pulls like a mother then you can shift at 6k or so and not have to ring it out.
It made 850+ and you could barely tell it had a cam. The power comes on early and pulls like a mother then you can shift at 6k or so and not have to ring it out.
Sounds like a good formula to keep a 850rwhp car together instead of spinning it to 7k to peak hp. Way to go Tim!
08-08-2007, 08:08 AM
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Originally Posted by Justin01SS
Sounds like a good formula to keep a 850rwhp car together instead of spinning it to 7k to peak hp. Way to go Tim!
I would have to agree
08-08-2007, 08:54 PM
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Originally Posted by allngn_c5
I would have to agree
Thanks.
It seems that no matter what you make, there is always someone out there with a stock car that knows how to do it better.
Anyway,
08-09-2007, 08:38 AM
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Originally Posted by corvettetimmy
Thanks.
It seems that no matter what you make, there is always someone out there with a stock car that knows how to do it better.
Anyway,
It seems that no matter what you make, there is always someone out there with a stock car that knows how to do it better.
Anyway,
So true, so true! lol!!
08-14-2007, 01:03 AM
#27
Originally Posted by allngn_c5
So Slowhawk, what cam specs would you suggest to prevent such a major drop off in power in the upper RPM's ??
Personally, a think a head with less intake flow and a much better exhaust port is better suited to forced induction. Both the LS7 and L92 stuff have a really crappy exhaust valve location to make room for the huge intake valve. The exhaust valve is practically against the chamber wall so even ported you are somewhat limited simply by design.
Either way good numbers....just sharing some opinions on the topic at hand.
The power delivery on that big inch bad boy must feel phenominal.
Cheers,
Tony
08-14-2007, 12:50 PM
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Originally Posted by Tony Mamo @ AFR
I have a hunch it was exhaust port choked as well....but another 10 degrees of intake timing might have helped a bit....thats alot of engine to feed at RPM.
Personally, a think a head with less intake flow and a much better exhaust port is better suited to forced induction. Both the LS7 and L92 stuff have a really crappy exhaust valve location to make room for the huge intake valve. The exhaust valve is practically against the chamber wall so even ported you are somewhat limited simply by design.
Either way good numbers....just sharing some opinions on the topic at hand.
The power delivery on that big inch bad boy must feel phenominal.
Cheers,
Tony
Personally, a think a head with less intake flow and a much better exhaust port is better suited to forced induction. Both the LS7 and L92 stuff have a really crappy exhaust valve location to make room for the huge intake valve. The exhaust valve is practically against the chamber wall so even ported you are somewhat limited simply by design.
Either way good numbers....just sharing some opinions on the topic at hand.
The power delivery on that big inch bad boy must feel phenominal.
Cheers,
Tony
Maybe....
I don't try to bench race too much because we don't live in a theoretical world like the Matrix. Results are what they are. No excuses, shoulda's woulda's or coulda's.
I do know that the $400 apiece L92 heads make a **** ton of power and torque all over the place on a 427 with an F-1a. And I also know that the dyno graph on this engine doesn't look like a right triangle with 780hp for a few milliseconds only before letting out.
I also was unaware that there was anything wrong with the setup. I stated my goal of 850rwhp several times when i was building it. I was really happy to meet this goal and even more happy when i realized that I didn't need 20lbs of boost or need to spin it to 7k or higher..
I just thought the technical minded folks here would really appreciate a real world example of what the l92 heads are capable of, Especially when mated to a $200 intake and a $200 90mm TB which do not require "expert porting." Thin deck or not, they handled the abuse extremely well on my car for the 3k miles that i beat the hell out of it. Now someone else is beating the hell out of it.
Oh, It never so much as pushed a single drop of coolant ever..
If none of that gets the point across then let me just say that Brian Tooley didn't post up criticizing the results or trying to sell heads... And it has been proven that he sells the best LSx head on the planet bar none....
Enjoy
08-14-2007, 01:30 PM
#30
Originally Posted by corvettetimmy
If none of that gets the point across then let me just say that Brian Tooley didn't post up criticizing the results or trying to sell heads... And it has been proven that he sells the best LSx head on the planet bar none....
Originally Posted by Brian Tooley
I know a C5 Z06 owner with an APS twin turbo kit that pulled off his stock 243 Z06 heads and installed the L92/L76 setup and lost power. Turbo combinations do not like big intake valves due to exhaust gas dilution into the intake port, most turbo kits have more exhaust pressure than intake pressure. Choose a head with a smaller intake valve. A 05-07 C5 has the 243 casting heads, so I would buy that with the APS kit, not to contradict Tony (Nine Ball), this is just the feedback we have got. Now if you wanted to do nitrous, the L92 oversize ports and valves will be right for the job.
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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
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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.
08-14-2007, 10:25 PM
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Originally Posted by Patrick G
I guess Brian must have not looked in this thread then, LOL. Here's a recent quote in another thread when somebody commented about using L92 heads for forced induction:
Also, See post #11.
Originally Posted by Brian Tooley
Wow, nice results!
08-31-2007, 08:10 PM
#33
Hmmm... well SAE corrected... so 10%ish less 80+RWHP for REAL Rear Wheel HP... Still very impressive setup.
Not supposed to Correct a postiive air pressure. Its + psi in the manifold regardless if at sea level or 3000Ft. and regulated... so 14 psi sea level or 14 psi 3000 ft... it will only move the curve. Obviusly hit 14 psi Quicker with denser air (sea level) ... I dont mean to talk down anyone. If you dont beleive me.. call dynojet... they will tell you the same. I have tech documents from them too.
This is just to inform everyone... the real deal!
Forced induction cars are best represented as using NO correction factor on a dynojet.
Not supposed to Correct a postiive air pressure. Its + psi in the manifold regardless if at sea level or 3000Ft. and regulated... so 14 psi sea level or 14 psi 3000 ft... it will only move the curve. Obviusly hit 14 psi Quicker with denser air (sea level) ... I dont mean to talk down anyone. If you dont beleive me.. call dynojet... they will tell you the same. I have tech documents from them too.
This is just to inform everyone... the real deal!
Forced induction cars are best represented as using NO correction factor on a dynojet.
08-31-2007, 08:24 PM
#34
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Originally Posted by Tony Mamo @ AFR
The power delivery on that big inch bad boy must feel phenominal.
clearly isn't optimal, but ****...that's a ton more power than I'm making so
I say cheers to ya!
09-02-2007, 10:53 AM
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Originally Posted by unit213
...even still, that blower should make power right 'til redline. The setup
clearly isn't optimal, but ****...that's a ton more power than I'm making so
I say cheers to ya!
clearly isn't optimal, but ****...that's a ton more power than I'm making so
I say cheers to ya!
Optimal depends on what your goal is..
I would bet that many people think that a TOP FUEL funny car is optimal since it makes 8billion hp and pulls until it blows up.. But how long do they last.
09-03-2007, 09:55 PM
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Originally Posted by Jpr5690
Can You Share A Little More Info On The Build?
It was a ls2 block that was re-sleeved.
Eagle/JE rotating assembly
L92 heads, self ported.
comp cams 219/240 low 600 lift (dont exactly remember at the moment)
kooks 1.875 headers with 3in x-pipe that narrows to 2.5 inch
electric water pump
procharger f-1a
air to water intercooler
14psi boost
24 deg timing
74deg iat
09-04-2007, 01:30 PM
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Power delivery looks great for a street engine to me. You wouldnt need to rev it over 6K and you are making awesome area under the curve...Seems like you set it up exactly as you wanted it...
09-04-2007, 04:32 PM
#40
Originally Posted by Jpr5690
seems good to me, cam dose seem a little small on the intake for that sized motor but your makeing great streetable power so id be happy
Congrats on the setup man, amazing results, completely amazing!!