When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Good question, I've read a bunch of guys on YB running the LS9 gaskets way over your power level, so I think you're good there.
If you're staying stock block, the ARP CA625 1/2" studs seem to be what a lot of guys go to with the LS9 gaskets when going all out.
ARP does a CA625 in the 7/16" stud too iirc.
They make 625's in 1/2"? I thought the 1/2" were the Viper ARP 2000 set. Just asking for my knowledge.
I'd take a good look at Brodix BR1 13 (or MAST 295's) over the TF as cast, but I've mentioned that to you previously. Find some more monies in the budget somewhere, you can still utilize stock rockers on both I've mentioned.
As suggested, bumping up the headers and exhaust is something that can happen now and inevitably you are going to need to do so with the next powerplant. Your using street oriented exhaust setup on a race blower, use race oriented exhaust setup on a the race blower and see what it nets you in the interim.
Those heads cost more than a larger procharger head unit and I'd still recoup some money from my current F1a-94 by selling it as well. That is the same dilemma that I faced when I had the D1x on it. I was considering budget after market castings and everyone said it wasn't worth it to spend double that and get Brodix or Mast. At that point I couldn't see those heads giving me more power gain than what moving to an F1a-94 head unit could. I ended up being right. Now if I want more power, I face the same decision.
The exhaust makes sense. I currently have headers into 3" collectors with a 2 bolt flange on them which connects to my catback which is 2.5 magnaflow. It's super quiet but most likely a restriction at this power level. I'm not sure going to a 3" catback and getting rid of that immediate restriction where it goes to 2.5" will net much now, but it is easy to do and will benefit me later I'm sure. I may just do that now while I wait to see that new F1r-103 head unit.
What I find interesting is you say you are seeing 20psi overspun correct? Or is it 20psi+? How much overspun?
There is something in your current setup that is just not adding up if you are over-spinning an -94.
1548hp (yes more CI, more cylinder head/intake, and somehow more PSI on more CI than where you say you are is interesting to me. Meaning I would think you'd be at a much higher PSI with smaller cubes, more restriction in exhaust, and over-spinning and leads me to cam profile bleeding off a good amount, maybe?) https://www.enginelabs.com/engine-te...-1a-94-blower/
If you are dead set on TFS, consider one of the most proven TFS cathedral heads there has been in a FI setting since their inception and find a set of CNC 245's w/n2o port, should work on current 4.065 bore that your at now and when you decide to go to the 4.125 bore (388) will be even better suited. The -103 is later problems why throw more blower at inefficient combo (don't take offense to that), make what you have in front of you work better with small swings (and continue budgeting for big change), not that changing cylinder heads is small but in grand scheme of all the engine combos and power adder combos you've asked about, this is small swing.
What I find interesting is you say you are seeing 20psi overspun correct? Or is it 20psi+? How much overspun?
There is something in your current setup that is just not adding up if you are over-spinning an -94.
1548hp (yes more CI, more cylinder head/intake, and somehow more PSI on more CI than where you say you are is interesting to me. Meaning I would think you'd be at a much higher PSI with smaller cubes, more restriction in exhaust, and over-spinning and leads me to cam profile bleeding off a good amount, maybe?) https://www.enginelabs.com/engine-te...-1a-94-blower/
If you are dead set on TFS, consider one of the most proven TFS cathedral heads there has been in a FI setting since their inception and find a set of CNC 245's w/n2o port, should work on current 4.065 bore that your at now and when you decide to go to the 4.125 bore (388) will be even better suited. The -103 is later problems why throw more blower at inefficient combo (don't take offense to that), make what you have in front of you work better with small swings (and continue budgeting for big change), not that changing cylinder heads is small but in grand scheme of all the engine combos and power adder combos you've asked about, this is small swing.
You aren’t wrong at all. I do believe they are way over spinning that blower in the video you shared. That crank pulley looks huge. Also not in the confines of an engine bay with a bell mouth and free exhaust vs me in a tight engine bay with a screen/blower guard and restrictive exh.
The track I run on is also a small town deal less than 10 minutes from home so it’s convenient but not well prepped. They usually prep a little past 100’ on test and tune so I find myself with excessive wheel speed down track which may reduce my trap speed/hp estimate.
All that said I do agree I don’t seem to be making all the power an f1a-94 is capable of.
The cam was ordered custom for my exact combo with the only exception/change being that I had a D1x at the time it was ordered.
I don’t have the card in front of me, but if my memory is correct rhe specs are:
232/248 .621 .605 116.5 lsa +4.
I’m willing to pull the motor and change the cam, lifters, heads, etc everything if it is determined that is what needs done.
At this point I think the heads and exhaust are the big restrictions as well as creating more room around the blower inlet for better flow. I’m running the 1300 hp Procharger air to air intercooler also.
You aren’t wrong at all. I do believe they are way over spinning that blower in the video you shared. That crank pulley looks huge. Also not in the confines of an engine bay with a bell mouth and free exhaust vs me in a tight engine bay with a screen/blower guard and restrictive exh.
The track I run on is also a small town deal less than 10 minutes from home so it’s convenient but not well prepped. They usually prep a little past 100’ on test and tune so I find myself with excessive wheel speed down track which may reduce my trap speed/hp estimate.
All that said I do agree I don’t seem to be making all the power an f1a-94 is capable of.
The cam was ordered custom for my exact combo with the only exception/change being that I had a D1x at the time it was ordered.
I don’t have the card in front of me, but if my memory is correct rhe specs are:
232/248 .621 .605 116.5 lsa +4.
I’m willing to pull the motor and change the cam, lifters, heads, etc everything if it is determined that is what needs done.
At this point I think the heads and exhaust are the big restrictions as well as creating more room around the blower inlet for better flow. I’m running the 1300 hp Procharger air to air intercooler also.
Really surprised you aren't using some kind of exhaust cutout right after the header collector.
I don't know how it is for blower cars but for a turbo deal, full exhaust typically costs power and spool.
All that said I do agree I don’t seem to be making all the power an f1a-94 is capable of.
What is your compression ratio, what fuel are you running, and how much timing do you have in it?
Originally Posted by BCNUL8R
At this point I think the heads and exhaust are the big restrictions as well as creating more room around the blower inlet for better flow. I’m running the 1300 hp Procharger air to air intercooler also.
I will tell you right now, a major restriction is that air to air intercooler you are running. You would pick up big time by running a good custom A2W Garrett core setup, we've picked up 150 rwhp before switching to our custom A2W setup we make on the C7s and Gen6 Camaros with no other changes. Honestly before changing anything else I would seriously consider moving to an A2W setup.
Fuel is 50 percent ethanol and water/meth with size 9 nozzle on at 5 psi. Peak timing is 19 degrees.
Spark plug after a pull:
I will look into the A2W setup. I’ve had that mentioned to me before but ignored it since my iat is so low but I never thought of the intercooler itself being an airflow restriction.
As soon as I posted that I saw your other post in this thread with that info, lol sorry about that. At this point I'm thinking your two major restrictions are in fact the stock 241 heads and the intercooler. I don't think a cam change would do much for you other than change the powerband but not how much power you are making. I would probably upgrade heads to something a lot newer/bigger than 241s and change out to a good custom Garrett core A2W setup.
So as an example I could run something like this and eliminate my current intercooler, all the extra plumbing, and go straight from rhe Procharger to the throttle body? This would remove a bunch of weight off the nose and put the water/ice tank in the trunk.
This is the exact setup I have other than im running the big red bov. The thought of getting rid of all this appeals to me. I’d probably gain boost without all the restrictions and obviously lose a bunch of weight off the front.
I’ll have to think on this as it does add some other issues for a street car.
My only concern with the Tick intercooler is that guy on here who ran one on his CTS-V and had nothing but IAT challenges.
He was pushing his setup pretty hard like you and it just wouldn't keep temps down.
He moved to a Shearer unit and saw a huge difference.
It's a long read but there is a ton of data to support his findings. 417 Motorsports 1500hp Hi-Ram Intercooler: The Data - LS1TECH - Camaro and Firebird Forum Discussion
My only concern with the Tick intercooler is that guy on here who ran one on his CTS-V and had nothing but IAT challenges.
He was pushing his setup pretty hard like you and it just wouldn't keep temps down.
He moved to a Shearer unit and saw a huge difference.
It's a long read but there is a ton of data to support his findings. 417 Motorsports 1500hp Hi-Ram Intercooler: The Data - LS1TECH - Camaro and Firebird Forum Discussion
Thanks for the heads up. I will read through that when I get a chance.
Not a fan of running a hi-ram on anything other than an 8000 rpm big cube engine especially since it usually involves cutting a hood to make it fit. Stay away from the cheaper A2W cores, much like the A2A cores there are big differences. Shearer Fabrications has some nice custom ones and they use Garrett cores. https://shearerfabrications.com/coll...r.v.price.lte=
It would be extremely interesting to be able to log pre-IC temps and pressure to know just how much cooling and pressure drop you are getting on the current setup. I would for sure want that info before spending a lot of money to change to a "hopefully" better setup. And that would give a baseline for comparison if a new setup did not deliver the performance increase you are looking for.
It would be extremely interesting to be able to log pre-IC temps and pressure to know just how much cooling and pressure drop you are getting on the current setup. I would for sure want that info before spending a lot of money to change to a "hopefully" better setup. And that would give a baseline for comparison if a new setup did not deliver the performance increase you are looking for.
More data is always better and every combo is certainly different, but we've done this swap more times than I can count and routinely see 100-150 rwhp increases with no other changes. There is no hopefully about it, it's literally why we created a bolt in solution to replace the Procharger A2A with an A2W using Garrett cores for Gen6 Camaros and C7 Corvettes.
Even if it gave me 50 rwhp that is as much as $3500 heads would probably net me.
Im trying to think of where I would put it. I’m thinking ice box and pump in the trunk and hoses under car but not sure about where I would put the intercooler itself on the GTO.
Even if it gave me 50 rwhp that is as much as $3500 heads would probably net me.
Im trying to think of where I would put it. I’ve box and pump in the trunk either hoses under car but not sure about where I would put the intercooler itself on the GTO.
I don't have any cooling issues now as far as ECT or IAT, but I don't want to create an issue either by blocking a good portion of the radiator. Hmm... I will have to think about this and see what I can come up with.
Not a fan of running a hi-ram on anything other than an 8000 rpm big cube engine especially since it usually involves cutting a hood to make it fit. Stay away from the cheaper A2W cores, much like the A2A cores there are big differences. Shearer Fabrications has some nice custom ones and they use Garrett cores. https://shearerfabrications.com/coll...r.v.price.lte=
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Slideshow: From wobbling harmonic balancers to failed EBCMs, these are the issues that define long-term C5 ownership and what repairs typically involve.
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Slideshow: A modern Camaro transformed into a retro icon, this limited-run "Bandit" build blends nostalgia with brute force in a way few revivals manage.
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Slideshow: Cadillac didn't just crash the high-performance luxury vehicle party, it showed up loud, supercharged, and occasionally a little unhinged...
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Slideshow: A one-off sports car that looks like a vintage Italian exotic-but hides a C6 Corvette underneath-just sold for the price of a new mid-engine Corvette.
