Dreaming of Twins
Dreaming of Twins I am planning in the near future (after taxes are paid) to build a forged 402 and put the Gen TTz kit on.
My question is, Do I need to get rid of my Kooks 1 7/8 LT and go back with a stock manifolds? Different manifolds? Or can I still use my headers?
Also, what cam is optimal for a twin hair dryer on a 402.
Thanks
2004 Pontiac GTO M6
My question is, Do I need to get rid of my Kooks 1 7/8 LT and go back with a stock manifolds? Different manifolds? Or can I still use my headers?
Also, what cam is optimal for a twin hair dryer on a 402.
Thanks
2004 Pontiac GTO M6
Not too familiar with that kit since have the aps kit. Most turbo kits except for sts rear mount use their own manifolds so you would have to sell your headers.
for cams this is huge kettle of worms. All cams will work not too bad with the turbos .Lots of guys run z06 cams like below and if you search you will see tons of posts arguing the benefits of no split, reverse split, normal split, high lsa ,low lsa. high lift, low lift. Remember high lift which I think is for sure anything past .600 will mean more frequent valve spring changes and stronger valve springs.
I am going to be trying a GT7 cam that have lying around. If it don't work well then guess swap out cams later on. Not that hard to do cams on the lsx engines since you don't have to remove intake manifold.
Here are two cams lingenfelter uses on their turbo cars ,the gt7 is their newest one for that purpose. You could of course just get the z06 equivalents likely cheaper. Not sure though if the ramp rates or lobe types are different on the ling cams.
02-03 ZO6 cam: 204/218 .551/.547 -117.5 LSA
Lingenfelter GT2-3 207/220 .571/.578 –118.5CL
05-07 ZO6 cam 210/230 .561/.557 –120.5 LSA
Lingenfelter GT7 208/230 .554/.546 –121CL
Still wish some mag like hi tech performance would do a cam shootout to test these various theories with like nine cams on same engine. Could test split,lift and duration.To my knowledge its never been done.
for cams this is huge kettle of worms. All cams will work not too bad with the turbos .Lots of guys run z06 cams like below and if you search you will see tons of posts arguing the benefits of no split, reverse split, normal split, high lsa ,low lsa. high lift, low lift. Remember high lift which I think is for sure anything past .600 will mean more frequent valve spring changes and stronger valve springs.
I am going to be trying a GT7 cam that have lying around. If it don't work well then guess swap out cams later on. Not that hard to do cams on the lsx engines since you don't have to remove intake manifold.
Here are two cams lingenfelter uses on their turbo cars ,the gt7 is their newest one for that purpose. You could of course just get the z06 equivalents likely cheaper. Not sure though if the ramp rates or lobe types are different on the ling cams.
02-03 ZO6 cam: 204/218 .551/.547 -117.5 LSA
Lingenfelter GT2-3 207/220 .571/.578 –118.5CL
05-07 ZO6 cam 210/230 .561/.557 –120.5 LSA
Lingenfelter GT7 208/230 .554/.546 –121CL
Still wish some mag like hi tech performance would do a cam shootout to test these various theories with like nine cams on same engine. Could test split,lift and duration.To my knowledge its never been done.
The LT's will have to go. I can't remember if they come with mani's or not, but if they don't then they'll let you know which ones to get. The only kit that you can use LT's on is the STS and most of them run the stockers to help with spool time.
As far as the cam it's really up to you and how much cam you want, just keep the lsa @ or above 114 for a FI app.
As far as the cam it's really up to you and how much cam you want, just keep the lsa @ or above 114 for a FI app.
Originally posted by: MY99TAWS6
Not sure though if the ramp rates or lobe types are different on the ling cams.
Not sure though if the ramp rates or lobe types are different on the ling cams.
Ask the company that built your TT kit. Also, might want to consider a 370 instead of a 402. Thik it has something to do with the shorter stroke and how turbos spool. Again, ask the company what displacement you should consider and why.
I currently have the MegaDeath 244/242 .612/.610 112 LSA and I know that is not optimal. I will also have to sell my Patriot LS6 Stage II 59cc heads to lower compression. I currently also have a Ported Fast 90mm with Fast rails and NW 90mm tb. I want to try to keep those as I like the overall look and will need to find Heads to optimize the setup. I am not set on 402/408 and will consider whatever will be most beneficial with Twins.
Keep the ideas coming,
Thanks
Keep the ideas coming,
Thanks
Trending Topics
Alot of people are using the 402/408's with this kit (1 has posted already). APS just released a bigger kit for 400+ cid, but I've heard any negitives from the guys who have the originally kit eighter.
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Verdad Gallardo If you are buidling a motor should be able to keep the heads as you would be changing out pistons anyway.But bigger heads might be good too. AFR 225 are popular choice. Their is no reason not to use your fast 90/NW90 .I am using mine. The fast intakes seem fine to 20psi or so. Past that you might have some problems. APS mule uses fast 90/90 and AFR 225 heads, lingenfelter gt11 cam. Specs are on ling site.Only a 346 though. And lift over .600 makes me thing have to do frequent valve spring changes. Not much fun on fourth gen cars.
Bigger engine normally is better in every area ,if the turbos can keep up or else you might lose some top end power but think the gen tt are pretty big?
I would go for 402,408, 427 for sure. 370 is a good budget size but not convinced of any real world superiority. Bigger engines will spool faster than smaller ones and make more torque off boost. And more hp for less boost than smaller engines. Go big of go home. I would have gone 427 but sounds like a bored out 6.0 is not that strong bored out that much. So would have had to go to lsx I think and costs started climbing a bit too high. And do have the smaller aps turbos although they do now have their upgrade ones.
Already their is an aps car on the board hitting near 9s at 140 at like 10psi on a built 402 so that is plenty fast enough for me.YMMV.
Bigger engine normally is better in every area ,if the turbos can keep up or else you might lose some top end power but think the gen tt are pretty big?
I would go for 402,408, 427 for sure. 370 is a good budget size but not convinced of any real world superiority. Bigger engines will spool faster than smaller ones and make more torque off boost. And more hp for less boost than smaller engines. Go big of go home. I would have gone 427 but sounds like a bored out 6.0 is not that strong bored out that much. So would have had to go to lsx I think and costs started climbing a bit too high. And do have the smaller aps turbos although they do now have their upgrade ones.
Already their is an aps car on the board hitting near 9s at 140 at like 10psi on a built 402 so that is plenty fast enough for me.YMMV.
Yeah the placement of the APS turbos is not very visually exciting and also dont' think the best for removing turbos and wastegates if you need to. Course up top might require battery relocation or make it harder to get to spark plugs and stuff .
And do admit its great to look at two nice big shiny snails when you open the hood.Its pretty intimidating for sure.
Oh well good and bad to each system. I thought the gentt was pretty low under the car and ground clearance was a bit of a problem. My car has mild 3/4 maybe 1 inch drop. Not expectiing too much problem with aps in that area. Now buddy with sts rear mount has to map out the city so he don't hit train tracks and speed bumps! And his car is stock height.
And do admit its great to look at two nice big shiny snails when you open the hood.Its pretty intimidating for sure.
Oh well good and bad to each system. I thought the gentt was pretty low under the car and ground clearance was a bit of a problem. My car has mild 3/4 maybe 1 inch drop. Not expectiing too much problem with aps in that area. Now buddy with sts rear mount has to map out the city so he don't hit train tracks and speed bumps! And his car is stock height.
All three GEN kits for the GTO are under the hood on each corner and does require battery relocation but they include that in the kit. As far as makeing it harder to take off the plugs on the GTO it isn't. They are far enough to the front of the car that you have pretty good clearance to do any regular maintenance. I do like it better for the ground clearance that is for sure!
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Joined: Jul 2005
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From: kuwait
I am planning in the near future (after taxes are paid) to build a forged 402 and put the Gen TTz kit on.
My question is, Do I need to get rid of my Kooks 1 7/8 LT and go back with a stock manifolds? Different manifolds? Or can I still use my headers?
Also, what cam is optimal for a twin hair dryer on a 402.
Thanks
2004 Pontiac GTO M6
My question is, Do I need to get rid of my Kooks 1 7/8 LT and go back with a stock manifolds? Different manifolds? Or can I still use my headers?
Also, what cam is optimal for a twin hair dryer on a 402.
Thanks
2004 Pontiac GTO M6
The manifolds differ from body type Y, F, truck. That's why you see all the truck manifold kits because they're the only one's in an f-body that can fit flipped. You need to find out which ones they use and only use those. The "flow" of them isn't as important with a turbo setup, guys have ran truck manifolds to 1000 hp.
The manifolds differ from body type Y, F, truck. That's why you see all the truck manifold kits because they're the only one's in an f-body that can fit flipped. You need to find out which ones they use and only use those. The "flow" of them isn't as important with a turbo setup, guys have ran truck manifolds to 1000 hp.