Someone tell this guy heads and cam are internal engine parts 
New dyno #'s after Fast92 install!!
Tech Resident
Joined: Jan 2006
Posts: 5,117
Likes: 3
From: Philly
It's pricey, no doubt, but if you're going to spend $10,000 on bolt-ons and internal engine work, it's a drop in the bucket.
My friend.. With the utmost respect.. If there are sooo many cars making 500rwhp with out internal mods, why are you only making 420rwhp/398rwtq with:
ported non stock internal heads
Nonstock internal cam
and bolt ons..
What is wrong with your car? Why are you not making over 500rwhp with just your bolt ons?
Basically anything that oil touches (excluding the inside of a TB and intake due to the PCV system) by definition is internal.
Ported heads and cam are not stock internal parts. Anything on the inside of the engine, cam, intake/exhaust ports, combustion chamber ect are all internal parts as well as crank, rods, pistons. Perhaps you are thinking stock bottom end or roatating assembly.
I hope that makes better sense?
There are more than a few C5 Z06's with Trickflow 215's, ported FAST, and Vindicator or similar size cams with ALL the supporting bolt-ons that are making over 500rwhp.
My car has a mildly hand ported set of 243 heads with stock valves and a fairly mild reverse split camshaft that won't make huge peak numbers but has pretty nice numbers under the curve. That's why it's not making more. I'm sure I could swap the cam for a Vindicator or G5X4 and a ported FAST intake and probably make 460+rwhp.
There are more than a few C5 Z06's with Trickflow 215's, ported FAST, and Vindicator or similar size cams with ALL the supporting bolt-ons that are making over 500rwhp.
There are more than a few C5 Z06's with Trickflow 215's, ported FAST, and Vindicator or similar size cams with ALL the supporting bolt-ons that are making over 500rwhp.
But what your talking about mod wise is not "stock internals". Are you not understanding that a cam is an internal motor part? Heads are a part of the internal combustion chamber and therefor are internal engine parts.
You said there were plenty of cars with "Stock" internals making 500rwhp. Please, show me one (1) dyno graph of a 346 cubic inch motor with stock internals making over 375rwhp with out the use of a power adder (N20, Turbo or Blower).
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Verdad Gallardo But what your talking about mod wise is not "stock internals". Are you not understanding that a cam is an internal motor part? Heads are a part of the internal combustion chamber and therefor are internal engine parts.
You said there were plenty of cars with "Stock" internals making 500rwhp. Please, show me one (1) dyno graph of a 346 cubic inch motor with stock internals making over 375rwhp with out the use of a power adder (N20, Turbo or Blower).
You said there were plenty of cars with "Stock" internals making 500rwhp. Please, show me one (1) dyno graph of a 346 cubic inch motor with stock internals making over 375rwhp with out the use of a power adder (N20, Turbo or Blower).
There is a big difference and most everyone around here considers any cam/head swap internals.
Just out of curiousity, why do you feel cam and heads are not internal parts? Cam of all things controls a huge amount of internal components.
Just out of curiousity, why do you feel cam and heads are not internal parts? Cam of all things controls a huge amount of internal components.
Very nice gains. I'm glad I decided to spend the extra $1100 on my Intake/TB combo minus the $450 that I sold my LS6/TB for. Its going to be worth the $600 and 15-30 RWHP I am going to get over my LS6 Intake considering I am spending close to $8500 on my whole new setup. Take it for what it is. If you can afford it and are running a heads/cam car it is way worth it IMO.
You need to explain this.
I want to know how to much intake hurts? If you can get all the air the engine needs how does that hurt it? An engine is an air pump is it not? How by allowing it to breath better do you hurt it? Do you think restiction helps it?
How in the heck does allowing more air to an air pump hurt it????
The goal is to fill the cylinder.
I want to know how to much intake hurts? If you can get all the air the engine needs how does that hurt it? An engine is an air pump is it not? How by allowing it to breath better do you hurt it? Do you think restiction helps it?
How in the heck does allowing more air to an air pump hurt it????
The goal is to fill the cylinder.
Really?? Than this poll will be interesting..https://ls1tech.com/forums/removed-locked-thread-graveyard/948168-what-does-stock-internals-refer.html
Donnie, Sorry to hijack your thread. Solid gains though..
Donnie, Sorry to hijack your thread. Solid gains though..
Still working on posting the dyno sheets(computer problems) Appreciate the replies. I definitely plan on going heads & cam in the future, I realize with stock H/c I am not using the upper rpm(over 6k) hp the manifold affords. But i lost no torque down low. Peak tq before was 3800 rpm and now it is 4300. There were no spikes in either curve , solid, even, power gains across both curves. Peak Hp was at 6000 and rising when the tuner let off.He didn't want to go higher with factory valvesprings. The throttle response is great and man does this thing rev!!
So it sounds like it moved the TQ curve up in RPM? When you put it up, is it going to be an overlay of the before/after?
If you have a digital camera, you can take a picture of it, e-mail it to me and I'll post it up for you. e-mail is srstereo@hotmail.com
If you have a digital camera, you can take a picture of it, e-mail it to me and I'll post it up for you. e-mail is srstereo@hotmail.com
Because you have to be able to effectively use that extra air. More cubic inches allow you to better utilize the amount of air being flowed. It's give and take. When you move the powerband up an extra 1K RPM, what do you think happens at the bottom end?
