I have a cam only set up with bolt on's here's the list

ls6 long block
vindicator cam 240/244 608/596 112 lsa
EWP
90/90 intake ported by vengeance's
powerbond u/d pulley
SLP header's and off road y with slp cat back
Ngk IX 55 plug's need to install 6's
stock rockers
stock injector's
K&N cold intake
slp maf
Stock rear 3.42
M6 car

It put down what i think is a really good # for running out of injector at about 5500rpm. plus the plug's are kinda hot going to 6's and my maf blows the big one . So all said and done Mike at Straightline Performance was able to get me 420rwhp and 387 torque on a mustang dyno. I was very happy. So now i am going to get on phone with mike and get some injectors and plug's and a maf and mybe some headers that really flow . So tell me what you guys think. I think i did really well for the stock injectors : And one more plug for Mike at Straightline Performance and crew there great guys and hope to see them in about another few weeks for my retune with the goods

 

t.t.t

 

Nice numbers, especially on a mustang dyno! Figure thats close to 440 rwhp on a dynojet so it looks like your combo is working well. Toss on some heads and you should be well over 460 rwhp!

Edit: do you already have ls6 heads on there?

 

He states LS6 LONGBLOCK. I think it's safe to say he's still using the LS6 heads.

 

Good numbers on a Mustang dyno. A quality set of heads would round out that combo very nicely. Any plans for heads? Brand?

 

Over all I was pretty happy with the results. . . there's more in the cam even with the heads that are on it. The stock injectors took a dive at about 5800rpm, so just getting the AFR right across the board would definitely help. Plus in our experience/testing, cams of that size really benefit from 1 7/8" headers. I'd really like to see those two issues addressed before we talk heads. Rob and I talked a little about head choices. . . I think we decided on either TEA Stage II LS6 heads or Trick Flow 215cc's.

 

nice numbers for sure...even a port job on those 243's would make a big difference in power...of course if your already running out of injector than that should be the first thing! I do agree with mike from straightline about the 1 7/8ths making a difference, but i doubt it would be worth much more than 15whp difference even with a set of heads. congrats on a great setup though im sure it moves pretty good!

 

yes it has stock 243 ls6 heads

 

yea me and mike talked it over like he said and we both really want to see what kind of power this thing will put down cam only with out the heads. Cuz like we were seeing it still got more in it. And this thing is so much fun to drive i love my new power cant wait for the rest to show it's ugly face
And thanx Mike cant wait go back on that dyno and unlock that power

 

Slightly on topic question:

When the stock injectors "fall off", does that have a lot to do with the size of the cam? Would the stock injectors hold up better with a "smaller", ie less duration/lift, cam? The reason I ask is that I have a 224/228 .581/.588 113LSA cam with Patriot ported LS6 (243) heads, and it doesn't put out any kind of impressive numbers. We know the low quality heads (they are bottom of the line Patriot heads from the previous owner) has something to do with it, but I always wondered if the stock fuel system might also have a hand in this issue. Thoughts? I'm just looking to learn more about this since it got brought up.

 

well what are you looking to get out of it to start with #'s

 

I'm not looking to throw specific numbers out as dynos, cars, each individual mod, tuners, etc, etc, etc, all vary. My real question is when do you start seeing issues with the fuel system not stacking up to the rest of the setup? And what causes this? Is it a LARGE cam, high flowing heads, ANY cam, etc? Obviously it's not just a hp number where fuel becomes an issue. Rather, the numbers will be the effect, not the cause. Just looking for more info on this, but I can go elsewhere since this is really off topic now. Just saw that it got brought up, so I figured I'd ask.

And also, how did he know it was a fuel issue up top that was causing hp problems as opposed to something else? Just looking to learn.

 

Good numbers!

At what point does the stock fuel system need to be upgraded? It seems like I've seen alot of cars in this power range with no fuel problems. What makes this setup different?

 

The easiest way to tell its your injectors is on the data log look at the injector duty cycle. 80% is what I've read to be the best duty cycle to have at WOT. My stock injectors must have been dirty or just going bad because my dc was over 115%. At that point they just stayed completely open and then it richened up. You can see it also on the afr part of the graph and on the output numbers. If your fuel pressure is there, its pretty safe to say that there is something wrong with the injectors.

To the op, nice numbers. Did you have to flycut the pistons?

 

well i didnt have to fly cut at all and yea my injectors where at 113% to 115% so they are way over worked poor little guys.\

And thanx guys love the input

 

What makes it different is that its really making about 440rwhp on stock injectors and its still making power untill about 5800 like mike said then the injectors go out of there duty cycle and it cant make anymore power past 5800 it just fall's on it's face past that. But it still can make power pass 5800 with more injector

 

Yea thats what I was figuring, just wanted to comfirm as the numbers would be extremely impressive if it were on stock ls1 heads.

 

We're talking injector duty cycle here. Two things on the fuel side will cause this. A drop in fuel pressure will require the injectors to fire longer to maintain the desired AFR, or if fuel pressure is constant, than the injector is remaining open for longer than desired to maintain the desired AFR.

Now what causes you to use more injector duty cycle? Airflow. The more air the motor pumps, the more power the motor can make because it will burn more fuel at desired AFR. This is purportional. Now heads will increase airflow, cams will increase air flow, as will just about any aftermarket performance product you can install on your motor.

On our dyno, at about 400rwhp we start seeing injector duty cycle approaching 100%. Anything over 410rwhp and you're maxing out the injectors. RPM is also a killer on Injector Duty Cycle, the faster you spin the motor, the less time the injector has to spray the desired amount of fuel. Pretty soon the injector will continues to spray fuel even when the valve is closed. It might give you the desired AFR, but it is not atomizing the fuel properly.

No in Rob's case, at 5800rpm, he was at 13.8:1 AFR, and 105% IDC. Increasing the fuel to the desired AFR would mean 6% more fuel and hence 6% more IDC. He definitely needs larger injectors, considering that cam should spin up to 6500+rpm without a problem.

 

yea this was a long block ls6 motor so ls6 stock heads and bottum end with bolt on's and cam

 

Man a set of 1 7/8" American Racing headers TFS heads and some 42's would be bad ***. Or for now just the headers and the injectors.