Congrats, awesome numbers. 17lbs on 93 octane wow. And an LS2 408, interesting.

 

What's the CR on that motor?

 

8.8:1 Its a resleeved block hence the 408 ci also with 1/2" studs. Was built to last a long time.

 

Are the factory sleeves a weakpoint on the LS2? I haven't heard of other people resleeving them.

 

It was resleeved to strengthen the block to keep from having a cylinder oval. Its a problem that can happen with aluminum block engines under high boost and was done as a precaution to help the engine last longer.

 

Thats awsome. Do you have any plans on more nitrous/boost on some race gas?

 

i likey

 

Thats pretty much up to the owner. I think he is happy with what he has for now.

 

Very impressive!

 

Nice job. How did you fit the F1 in there? Did you move the radiator forward? Does it still have an air filter on it?

 

The fact that these numbers are from an F1 and not the F1R are quite encouraging to me. Is the F1 a better unit than the D1SC? I am currently running the D1SC on my car, but the need for more power when I build a motor will bite and I wonder how far the D1SC will go. I think the F1 is the only other head unit that even has a chance of fitting in the GTO engine bay.

Very nice numbers man! And you have now given me complete confidence in putting a 50shot ontop of my blower setup when I build the 408!

ahh... Sick just Sick! I need to leave this thread before I start ordering more parts!

 

Me too, He's got me thinking YSi. Very nice ###.

 

very nice

 

Holy **** Phil...that's a serious car. Awesome numbers!

Gobs of torque down low, especially for a centrifugal blower.

Why not run a DP nitrous kit on it?

 

Its not using an aftercooler is it? In that engine bay pic anyway, right?

 

Radiator fits fine its currently a stock unit but if a thicker aftermarket one was used it would have to be pushed forward a bit. It has a conical K&N filter on it.

Great cam selection helped with the torque.

Customer already had the TNT F1 kit so we just used it he will probably just run it on the blower most of the time. He mostly drives it on the street with occasional track passes.

It uses a custom spec front mount intercooler.

 

This topic is very encouraging for me as I am in the process of putting together a similar setup for my Hawk, cept I will be running a D1 instead of the F1. I was beginning to have doubts of attaining anything close to those #'s on pump gas.

Thanks and congrats very nice.

 

Great numbers, but IMO lose that maf voluntarily(BS3 or HPT 3 bar OS) or lose that motor involuntarily, lol. The maf is probably maxed out by the 550-600 rwhp mark, you can band aid it a little with PE tables, but at that power level its pretty much uncontrollable. I notice the power drops off up top pretty quickly, which is not a characteristic of a centrifugually blown car, I am sure the AFR is all over the place.

And damn to those nitrous numbers! wow.

 

What heads are being used?

Awesome numbers BTW, I could be in serious danger of spending some $$$ too!!

 

The power drops off up top because of the cam used it generates boost alot faster down low which helps boost the torque numbers as you can see from the graph but sacrifices some up top power.

As far as running the stock MAF it can be done safely, if it couldn't Dan the tuner of FLP wouldn't have done it. FLP built a 427 ci F1 prochargered C5 that makes 750 rwhp on 93 octane with a A4 that has almost 200 passes on it without a single motor or blower related failure. It is even street driven regularly. A BS3 would work better but for this application it works fine.

The heads a ported FLP stage 3 LS6 heads.

If you guys have any specific pricing questions please call Finish Line Performance at 877-FLP-2WIN or 630-820-9294. You can also email at sales@flp2win.com . Ive gotten alot of PMs about pricing but contacting Dan or Jim at FLP would be your best bet for pricing.