stock LS1 kill torque THIS much?
just bc i dont know the ICL means i did half *** work? nothin i do on my car is half-assed . this was my first cam swap, so i pretty much just helped the guy with whatever i could. thats kind of ignorant to call someones work half assed when its just an assumption youre making.
I see a couple of potential problems with your setup.
1. You're running 918 springs on an XE-R lobed cam. Many people who do that experience valve control issues and don't make their full power potential. I never recommend 918s with XE-R cam lobes. They're much too aggressive.
2. Reusing the stock timing chain. Betcha it has a bunch of slack in it. Without degreeing in your intake centerline, you could very well have valve events nowhere near where they should be.
1. You're running 918 springs on an XE-R lobed cam. Many people who do that experience valve control issues and don't make their full power potential. I never recommend 918s with XE-R cam lobes. They're much too aggressive.
2. Reusing the stock timing chain. Betcha it has a bunch of slack in it. Without degreeing in your intake centerline, you could very well have valve events nowhere near where they should be.
The 918's are only rated to .600 lift, at .595 thats a bit too close for comfort IMO. It sucks to learn the hard way but, cut the guy some slack, hes obviously not a master tech, just trying to go fast and learn along the way....
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From: Spartanburg, SC
rated at .600....been proven to be perfectly fine till about .625, at least with the newer battches that arent having problems. ive known many people to run the 918s with a tad over .600 lift and been perfectly fine.
as for the 404/387....those were the original dyno numbers that were way off, havent updated with the new ones yet.
as for the 404/387....those were the original dyno numbers that were way off, havent updated with the new ones yet.
Lift of the valve is secondary to the intensity of the lobe. You could not run a 918 spring with a .500" stock eliminator style lobe. Too radical. Comp Cams has been very specific in the past about not running 918s with XE-R lobes. They feel that the ramp rate of the XE-R lobes is too extreme for those lobes (even though the lift is often less than .600"). XFI lobes can squeak by, but XE-R lobes have been on the no-no list. Perhaps if a Comp rep would like to come forward and tell us if their newer 918s are up to task with XE-R lobes that would be great.
__________________
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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yea when researching my spring choice, it seemed that the belief on here was that the newer 918s were just fine for my cam. plus, i was on a budget so it seemed to fit my needs just fine. i hope i chose right...ive got 10,000 miles on the setup so far with no problems (knock on wood)
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Kyle, Patrick G is the cam guru for all cam guru's on this site. He's just trying to help you out, not put you down. What he's saying is even if you set the cam straight up, dot to dot, with the old factory chain having some slack in it which would retard your timing. The car really doesn't have any miles on it, but maybe a compression/leak down test is in order.
some fyi, my car is a 98, has a lid, shanner tb, ls6 intake, edelbrock long tubes, ory, slp loudmouth II, 232/234 110+3 xer (thanks for the help pat/pred) prc dual springs, ls2 timing chain, 7.425 pushrods, melling oil pump, ls7 clutch, pst driveshaft, 9" with truetrack and 3.90s.
on a mustang dyno it did 388 hp 361 tq (still on stock pulley) peak hp at 6100-6300 peak tq around 4600-4900, dyno run started at 2800 and it had about 325rwtq.
hell ill just post the graph. better numbers from a new tuner
on a mustang dyno it did 388 hp 361 tq (still on stock pulley) peak hp at 6100-6300 peak tq around 4600-4900, dyno run started at 2800 and it had about 325rwtq.
hell ill just post the graph. better numbers from a new tuner
I put down 347/369 @ ECS this past Thursday with just bolt ons...
Here's the link to my thread...
https://ls1tech.com/forums/dynamometer-results-comparisons/936882-full-bolt-ons-stock-motor.html
Here's the link to my thread...
https://ls1tech.com/forums/dynamometer-results-comparisons/936882-full-bolt-ons-stock-motor.html
