New cams from Tick Performance
#801
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Anyone running the SNS Stage 3 through a 4l80 and a 9"? I have some people doubting the numbers I think it will make and want some solid numbers/opinions to fall back on...
LS6 bottom short block
PRC 5.3 Stage 2.5 heads
SNS Stage 3
Mamo ported FAST 90/NW 90 tb
QTP 1-3/4" headers
QTP ORY with 4" Flowmaster merge
Mufflex 3" with Spintech dual exit muffler
Built 4l80 with custom FTI converter
Moser 9"
Nitrous Outlet 90mm plate kit with a "200" shot to start, may jet it up to a "250" shot
LS6 bottom short block
PRC 5.3 Stage 2.5 heads
SNS Stage 3
Mamo ported FAST 90/NW 90 tb
QTP 1-3/4" headers
QTP ORY with 4" Flowmaster merge
Mufflex 3" with Spintech dual exit muffler
Built 4l80 with custom FTI converter
Moser 9"
Nitrous Outlet 90mm plate kit with a "200" shot to start, may jet it up to a "250" shot
That is a very nice set up you have there!
There have been some promising numbers put up by a few members with these cams, but none are dialed in quite yet.
#811
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There was a thread a while back that I read on another forum where some dyno testing was done between a TH400 and an 80e on the same vehicle and the HP loss between the two was negligable(like, <5 hp). Looking at the graphs, I was honestly quite surprised because I've always heard about the 80's eating up gobs of power but never saw any proof. Everyone I know runs 350/400 3 speeds, I wanted to still drive on the hwy and have lockup lol. 9", well you get what you get there! I'm hoping I should be able to hit 450/430 or better on the motor and planning to spray it into the mid-upper 600's. I'm hoping it's enough to get me into the mid-10's, but time will tell.
#812
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Thought I'd share my before/after cam only sns stage 3 #s
Before:
343/349
On 150 shot
494/560
After cam:
412/390
On 150 shot
553/640
Attachment 426690
Attachment 426691
Before:
343/349
On 150 shot
494/560
After cam:
412/390
On 150 shot
553/640
Attachment 426690
Attachment 426691
![Nod](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_nod.gif)
#813
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Thought I'd share my before/after cam only sns stage 3 #s
Before:
343/349
On 150 shot
494/560
After cam:
412/390
On 150 shot
553/640
Attachment 426690
Attachment 426691
Before:
343/349
On 150 shot
494/560
After cam:
412/390
On 150 shot
553/640
Attachment 426690
Attachment 426691
Once again the results speak for themselves.
![Happy](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_stretch.gif)
That extra 60rwhp/80rwtq on nitrous, and that extra 70rwhp/40rwtq on motor sure is a welcome addition I bet!
I'm having our web guy put your results up on our web page for this camshaft. Thanks for providing detailed before and after dyno graphs! I wish more customers would do this!
Thanks again!
I would expect his MPH to be very similar to Innsanity's as he has been 118-119mph so far with this cam and a Fast intake in a full weight vert.
Thanks Martin.
There was a thread a while back that I read on another forum where some dyno testing was done between a TH400 and an 80e on the same vehicle and the HP loss between the two was negligable(like, <5 hp). Looking at the graphs, I was honestly quite surprised because I've always heard about the 80's eating up gobs of power but never saw any proof. Everyone I know runs 350/400 3 speeds, I wanted to still drive on the hwy and have lockup lol. 9", well you get what you get there! I'm hoping I should be able to hit 450/430 or better on the motor and planning to spray it into the mid-upper 600's. I'm hoping it's enough to get me into the mid-10's, but time will tell.
There was a thread a while back that I read on another forum where some dyno testing was done between a TH400 and an 80e on the same vehicle and the HP loss between the two was negligable(like, <5 hp). Looking at the graphs, I was honestly quite surprised because I've always heard about the 80's eating up gobs of power but never saw any proof. Everyone I know runs 350/400 3 speeds, I wanted to still drive on the hwy and have lockup lol. 9", well you get what you get there! I'm hoping I should be able to hit 450/430 or better on the motor and planning to spray it into the mid-upper 600's. I'm hoping it's enough to get me into the mid-10's, but time will tell.
Yes you do! Have you found traction yet at the track or tried to get it into the 11's? You've got plenty of MPH for an 11.3-11.5 if it hooks!
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I have been to the track one time after that and snapped the driveshaft in half first run! so yeah I think I found some traction LOL. I put a $50 shaft in to find rear end noise then put a junk yard rear from an auto to make it drivable. Now the car went into storage for winter and will be coming back with an s60(need to decide on gears),maybe a trans rebuild if funds allow, pst driveshaft, new fuel system, and hopefully a 100 or 150 shot.
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4l60 vs 4l80 dyno results. My mistake, I thought I remembered it being a TH400. Either way, here's the info from the thread with the comparison (not sure if I can link directly to the forum here). Not NEARLY as bad as everyone claims...
I finally decided to stop pushing my luck on my old 4L60 and swap in a 4L80 while it was still worth something in good running condition. Through all my digging online (5 minutes) I could not find any real hard dyno numbers as to how much power is lost doing the swap so I decided to test it myself.
Some background on the truck... basically it's an LQ9 with a small N/A cam and a KB Racing turbo kit with a Master Power 76 Q-trim turbo. It's by far not optimal as the Q-trim wheel is restrictive, the N/A cam obviously isn't setup for boost, and it's 10:1 compression which here in AZ during the summer heat with our crappy gas means I'm only running approximately 6 psi right now. On top of that I have 33" tall tires which wrap heavily on the roller at higher speeds in 3rd gear which unfortunately is the only gear I can use for this comparison since the 4L60 and 4L80 have different ratios in the other gears. When dynoing in 2nd gear the power and torque peak numbers are pretty equal to each other, in the 3rd gear dyno graph below you will notice that peak horsepower is quite a bit lower than torque and that's due to the tire wrapping itself up on the roller at the higher speed and making neat (bad) shapes in the sidewall dragging the numbers down. However it's still adequate for a comparison between the two transmissions since it will do it equally as bad since 3rd gear is a 1:1 ratio on both.
I made two pulls in 3rd gear on the 4L60 before I pulled it, swapped in the 4L80, then brought it back to the dyno for 2 more pulls. I made sure to duplicate the running conditions as best I could so that there were no other variables involved that could skew numbers. I had a factory 4L60 converter and I also used a factory 4L80 converter, both locked on the dyno so no difference in stall rpm could change anything. Tire pressures, weather, boost, correction factor, you name it and it was basically identical. The only thing I noticed after reviewing the logs was that the 4L80 runs had a half degree more timing due to the IAT cooling off a bit more between the two runs than the 4L60 had a chance to. I know from previous experience that it's only worth ~5 rwhp/tq on MY setup in this condition so we could just add that to the difference if you would like.
![](http://gonicd.com/silverado/images/4L60vs4L80.png)
Looking at the graph you can see how noisy the 33" tall tires are on the roller by all of the wavy lines even at smoothing level 5. I took the best of the two runs of each transmission to compare with. It shows an average of 5-10 horsepower and torque all over the curve, add in the 5 horsepower/torque that the extra half degree of timing gives and it all adds up to around a 15 rwhp/tq loss. I always thought that the difference would have been larger than this but after looking over the logs to make sure everything was the same I am very impressed with the power loss or lack there of. This also makes me wonder how much of the power loss is attributed to the additional weight of the factory 4L80 converter over the 4L60 and if some of the losses could be mitigated by running a smaller lighter aftermarket 4L80 converter.
Next up, I'm going to swap in a turbo cam with LSA heads and a factory truck intake and if I'm up to it swapping on the Holley hi-ram intake after that for a direct intake swap comparison.
Some background on the truck... basically it's an LQ9 with a small N/A cam and a KB Racing turbo kit with a Master Power 76 Q-trim turbo. It's by far not optimal as the Q-trim wheel is restrictive, the N/A cam obviously isn't setup for boost, and it's 10:1 compression which here in AZ during the summer heat with our crappy gas means I'm only running approximately 6 psi right now. On top of that I have 33" tall tires which wrap heavily on the roller at higher speeds in 3rd gear which unfortunately is the only gear I can use for this comparison since the 4L60 and 4L80 have different ratios in the other gears. When dynoing in 2nd gear the power and torque peak numbers are pretty equal to each other, in the 3rd gear dyno graph below you will notice that peak horsepower is quite a bit lower than torque and that's due to the tire wrapping itself up on the roller at the higher speed and making neat (bad) shapes in the sidewall dragging the numbers down. However it's still adequate for a comparison between the two transmissions since it will do it equally as bad since 3rd gear is a 1:1 ratio on both.
I made two pulls in 3rd gear on the 4L60 before I pulled it, swapped in the 4L80, then brought it back to the dyno for 2 more pulls. I made sure to duplicate the running conditions as best I could so that there were no other variables involved that could skew numbers. I had a factory 4L60 converter and I also used a factory 4L80 converter, both locked on the dyno so no difference in stall rpm could change anything. Tire pressures, weather, boost, correction factor, you name it and it was basically identical. The only thing I noticed after reviewing the logs was that the 4L80 runs had a half degree more timing due to the IAT cooling off a bit more between the two runs than the 4L60 had a chance to. I know from previous experience that it's only worth ~5 rwhp/tq on MY setup in this condition so we could just add that to the difference if you would like.
![](http://gonicd.com/silverado/images/4L60vs4L80.png)
Looking at the graph you can see how noisy the 33" tall tires are on the roller by all of the wavy lines even at smoothing level 5. I took the best of the two runs of each transmission to compare with. It shows an average of 5-10 horsepower and torque all over the curve, add in the 5 horsepower/torque that the extra half degree of timing gives and it all adds up to around a 15 rwhp/tq loss. I always thought that the difference would have been larger than this but after looking over the logs to make sure everything was the same I am very impressed with the power loss or lack there of. This also makes me wonder how much of the power loss is attributed to the additional weight of the factory 4L80 converter over the 4L60 and if some of the losses could be mitigated by running a smaller lighter aftermarket 4L80 converter.
Next up, I'm going to swap in a turbo cam with LSA heads and a factory truck intake and if I'm up to it swapping on the Holley hi-ram intake after that for a direct intake swap comparison.
#818
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A little SNS stage 3 idling
I removed the resonators off of my Powerflo catback
Video Link: http://youtu.be/Lk71Z2s0EMA
I removed the resonators off of my Powerflo catback
Video Link: http://youtu.be/Lk71Z2s0EMA
With your compression, heads, intake and looser stall you have the recipe for a killer small cubic inch n/a street car.
I bet you're making 460-470 rwhp/410-420 rwtq.
#819
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Guys you can not go wrong with going with a Tick Performance cam,,, I know. I'm new to the ls stuff but my ET's will tell the best of his cam's he makes. my ets in in sig... Martin in the man!!!!