Guesstimate my RWHP!
408cid+T76+AFR225+GT7 cam=how much HP? I have an 408 iron block outlaw, AFR 225, TTI Street kit w/ T76 and a Lingenfelter GT7 turbo cam. How much RWHP should this setup produce?
Thanks!!
Thanks!!
Hmmm...Very interesting...What kind of intake??? I would guess probably around a good mid 600rwhp...There are obviously a lot of variable but I'm guessing conservatively though...Looks like it should be smoking though...
Well not to be a downer on your setup, but make sure you have those heads welded down. Backpressure will be stupid high with that many cubes, small turbine, log header, and on-center housing.
JZ
JZ
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Originally Posted by JZ 97 SS 1500
Well not to be a downer on your setup, but make sure you have those heads welded down. Backpressure will be stupid high with that many cubes, small turbine, log header, and on-center housing.
JZ
JZ
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Verdad Gallardo 2.5 to 3:1 back pressure is where things start to get ugly on the LS1's. With a 5 bolt SBC you can get away with more, but reversion hurts power and the EGT's are VERY high.
Jose
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Hmm...
Any idea what cyl pressure levels that those might try to lift a head at?
I have seen some pretty stupid power levels and cylinder pressures with ARP's on the large headbolt (1g) 4g63 and it has only 4 head bolts per slug..
If the cam matches the pressure ratio of the engine (intake to exh) reversion wont be a problem.. There will still be a power loss due to the backpressure and the inability to run a more aggressive cam.
Some setups trade top end flow for low end power and a lower spool point...
I'm trying to engineer something like that now..
Any idea what cyl pressure levels that those might try to lift a head at?
I have seen some pretty stupid power levels and cylinder pressures with ARP's on the large headbolt (1g) 4g63 and it has only 4 head bolts per slug..
If the cam matches the pressure ratio of the engine (intake to exh) reversion wont be a problem.. There will still be a power loss due to the backpressure and the inability to run a more aggressive cam.
Some setups trade top end flow for low end power and a lower spool point...
I'm trying to engineer something like that now..
Its hard to tell the cylinder pressure since all the combos are different.
As for the 4G63, thats hard to compare. Running a big 408 through a single p-trim wheel is like running a marathon and breathing through a straw.
You could match a cam to that setup, but the split duration's and specs would be so lopsided it would perform like poo. No reason to spend that much money on a killer engine, then handi-cap it with a poorly matched system and unit.
We engineer systems/turbos that can do both. We do them for customers that roadrace, but independent wastegate control is needed. We work with a few of the Ford XR6's and Holden's.
As for the 4G63, thats hard to compare. Running a big 408 through a single p-trim wheel is like running a marathon and breathing through a straw.
You could match a cam to that setup, but the split duration's and specs would be so lopsided it would perform like poo. No reason to spend that much money on a killer engine, then handi-cap it with a poorly matched system and unit.
We engineer systems/turbos that can do both. We do them for customers that roadrace, but independent wastegate control is needed. We work with a few of the Ford XR6's and Holden's.
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Originally Posted by JZ 97 SS 1500
Its hard to tell the cylinder pressure since all the combos are different.
As for the 4G63, thats hard to compare. Running a big 408 through a single p-trim wheel is like running a marathon and breathing through a straw.
You could match a cam to that setup, but the split duration's and specs would be so lopsided it would perform like poo. No reason to spend that much money on a killer engine, then handi-cap it with a poorly matched system and unit.
We engineer systems/turbos that can do both. We do them for customers that roadrace, but independent wastegate control is needed. We work with a few of the Ford XR6's and Holden's.
As for the 4G63, thats hard to compare. Running a big 408 through a single p-trim wheel is like running a marathon and breathing through a straw.
You could match a cam to that setup, but the split duration's and specs would be so lopsided it would perform like poo. No reason to spend that much money on a killer engine, then handi-cap it with a poorly matched system and unit.
We engineer systems/turbos that can do both. We do them for customers that roadrace, but independent wastegate control is needed. We work with a few of the Ford XR6's and Holden's.
I agree with the 2nd paragraph..
I'm thinking of running a 6.0 thru two T350's and running a 206/212 on 112 LSA comp...
It really looks like its going to work... I'm not looking for the high redline others are.. I want a good low end and crazy midrange...
defintaly will chock that engine
what AR are you using, or how big of an oncenter exhaust housing can you get?
not sure if that will help your problem, but it wont hurnt it like running a smaller AR.
what AR are you using, or how big of an oncenter exhaust housing can you get?
not sure if that will help your problem, but it wont hurnt it like running a smaller AR.
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Originally Posted by smokinHawk
defintaly will chock that engine
what AR are you using, or how big of an oncenter exhaust housing can you get?
not sure if that will help your problem, but it wont hurnt it like running a smaller AR.
what AR are you using, or how big of an oncenter exhaust housing can you get?
not sure if that will help your problem, but it wont hurnt it like running a smaller AR.
If I have to give up 50 hp per turbo (T350 vs P) but it spools alot quicker its worth it.. If it peaks around 6,000 rpm because thats when its running out of flow that is ok too...
You do kind of have to forget about how you size things for drag and sports cars to see how this will actually work for the different application..
IF you are looking for a low rev setup with smaller turbos, then you might want to redo the cam. I would stick to a 114LS (for the lower rev and less chance for reversion due to the T350 wheels) and bring the exhaust duration down some. Due to the higher PR in the manifold you don't want to hang the exhaust valve open any longer then it needs to be. If you want to bypass some pressure then run an indepedent gate controller like the MSBC with CO2. For road racing it works awesome.
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Originally Posted by JZ 97 SS 1500
IF you are looking for a low rev setup with smaller turbos, then you might want to redo the cam. I would stick to a 114LS (for the lower rev and less chance for reversion due to the T350 wheels) and bring the exhaust duration down some. Due to the higher PR in the manifold you don't want to hang the exhaust valve open any longer then it needs to be. If you want to bypass some pressure then run an indepedent gate controller like the MSBC with CO2. For road racing it works awesome.
http://www.compcams.com/Technical/Se...mber=54-408-11
Its got 2 degrees of seperation way down at .006" of lift.. Pretty much seat to seat timing...
Based on the available non custom cams its the best prospect so far..
As a general rule 112 lsa is a bit tight but given these duration specs it can be run...
Its still a pretty small duration as compared to some... Still less duration than the ls6 cam... the 2001 is 207/217 on 116...
