Dissapointing results from EPS cam
#1
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Dissapointing results from EPS cam
Old setup
LQ9
799 Heads
TR224 Cam
LS6 Intake
Pacesetter longtubes
Built and stalled 4L60e
Made 386/396 on a dynojet
New setup is
LQ9
799 heads
EPS 230/234 .600/.605 112+4
LS6 Intake
FTP Lid + Katech CNC ported TB
Pacesetter longtubes
Same Built and stalled 4L60e
Made 384/378 on the exact same dynojet exactly 1 year and 2 days later.
Graph attached. Blue line is old setup, red is current.
Any ideas?
LQ9
799 Heads
TR224 Cam
LS6 Intake
Pacesetter longtubes
Built and stalled 4L60e
Made 386/396 on a dynojet
New setup is
LQ9
799 heads
EPS 230/234 .600/.605 112+4
LS6 Intake
FTP Lid + Katech CNC ported TB
Pacesetter longtubes
Same Built and stalled 4L60e
Made 384/378 on the exact same dynojet exactly 1 year and 2 days later.
Graph attached. Blue line is old setup, red is current.
Any ideas?
#3
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Yup, feels about the same, aside from it continuing to make power up top so we are spinning it higher.
Really now that I think about it, on the 1 > 2 shift the *** end always broke loose for a while. Thats not the case anymore, could be a symptom of the missing 20 or so ftlbs of torque.
Really now that I think about it, on the 1 > 2 shift the *** end always broke loose for a while. Thats not the case anymore, could be a symptom of the missing 20 or so ftlbs of torque.
#5
Torque could be attributed to DCR maybe. Depends on the ICL the 224 was installed. Power could be the just normal engine wear. Looks like it was a similar ICL to the 230 judging by it's power peak
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Honestly, I do not have a wideband in the car. But there is a bung in the y pipe that the tuner uses. Same guy tuned it both times. Said everything was a-ok.
Injector duty cycle was a little high he said, but acceptable. I have some GM ASA injectors to put in before we hook the bottle up for some extra insurance.
Plan to hit with 100 to 150 wet shot.
Injector duty cycle was a little high he said, but acceptable. I have some GM ASA injectors to put in before we hook the bottle up for some extra insurance.
Plan to hit with 100 to 150 wet shot.
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Springs are PAC 1518's. Same springs I ran with the TR224, they were also recommended by EPS for this cam.
Injector duty cycle is close to 100%, tuner was less than thrilled by it, but no matter how much he beat on the car AFR was always safe and consistent.
Injector duty cycle is close to 100%, tuner was less than thrilled by it, but no matter how much he beat on the car AFR was always safe and consistent.
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Thats what I thought. I have an M6 friend with 243's on an ls1 making almost 430 with a slightly smaller cam by EPS.
I was really hoping for that elusive 400 number ive been chasing for years...
I was really hoping for that elusive 400 number ive been chasing for years...
#16
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How many miles on the springs and did you check them for pressure? That dip right after peak doesn't look right.
What kind of exhaust setup?
Aside from that a compression check would be a good idea as well as a leakdown test to make sure your still in good shape on all cylinders. A lot can happen in over a year.
What kind of exhaust setup?
Aside from that a compression check would be a good idea as well as a leakdown test to make sure your still in good shape on all cylinders. A lot can happen in over a year.
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The springs have close to 15k on them. Did not check them.
Exhaust setup is pacesetters, y, 3in cutout, slp dual dual
Everything else aside, I think the real problem was found....
I talked to the tuner yesterday who data logged the pulls, he picked up 3-400 rpm of converter clutch slip the whole pull. Which would partially explain the bumpy graph, and also showing low on power. Took the car to work yesterday (first time since the dyno pulls) and noticed converter slip just before getting off the expressway, it was quite bad by the time I got the rest of the way to work.
Was leery about driving it 20+ miles home, but did it anyway. Guess I shouldnt have, the TCC linings must have made their way through the trans as by the time I got home the 3-4 clutch pack was a goner. Takes 4k in 3rd and 4th to keep the car moving.
Hoping that the slipping converter clutch and possibly slipping 3-4 pack was the real problem here. Picking up my new converter tonight and will tear into the trans this weekend. But black as night trans fluid is never a good sign.....
Exhaust setup is pacesetters, y, 3in cutout, slp dual dual
Everything else aside, I think the real problem was found....
I talked to the tuner yesterday who data logged the pulls, he picked up 3-400 rpm of converter clutch slip the whole pull. Which would partially explain the bumpy graph, and also showing low on power. Took the car to work yesterday (first time since the dyno pulls) and noticed converter slip just before getting off the expressway, it was quite bad by the time I got the rest of the way to work.
Was leery about driving it 20+ miles home, but did it anyway. Guess I shouldnt have, the TCC linings must have made their way through the trans as by the time I got home the 3-4 clutch pack was a goner. Takes 4k in 3rd and 4th to keep the car moving.
Hoping that the slipping converter clutch and possibly slipping 3-4 pack was the real problem here. Picking up my new converter tonight and will tear into the trans this weekend. But black as night trans fluid is never a good sign.....
#20
I have seen a cam be as much as 6* off... if you dont degree it in you have no idea what you have.. Doesnt matter if they are both dot to dot... its how the cam was ground at the cam mfg