Operation super sleeper....
Operation super sleeper.... Have an 01 Camaro roller and I'm getting a 5.3 tomorrow. My question is I want a 360-380 rwhp super sleeper. What mean is ls6 intake, stock manifolds, highflow cats, etc. Where if you're looking at the engine bay and you're hearing the car you can't tell it's not stock. I do a lot of "Mexico racing league" stuff lol and really want to build a car that is way quicker an stock but you can't tell!
It's an a4 btw.
My plans:
High 220 duration cam on a 117 ish lsa
Stock 243/799 heads
Lid/bellow
Ls1/6 intake
Stock cat-back
Highflow cats
Stock manifolds
3000 stall
Shift kit
3.73 rear gears
It's an a4 btw.
My plans:
High 220 duration cam on a 117 ish lsa
Stock 243/799 heads
Lid/bellow
Ls1/6 intake
Stock cat-back
Highflow cats
Stock manifolds
3000 stall
Shift kit
3.73 rear gears
A high 220's duration cam with a 117lsa is going to want to spin high, and have a soft low-end. Id go with a 3600-4k stall, and 11.0-11.5 SCR if you're truly set on a cam like that.
I wouldn't go any larger than a 226/226 117lsa+4, since it still has a IVC of 46 and -8* overlap, ideally you'd want at least -10* O.L., and a earlier IVC.
I wouldn't go any larger than a 226/226 117lsa+4, since it still has a IVC of 46 and -8* overlap, ideally you'd want at least -10* O.L., and a earlier IVC.
Last edited by 99Bluz28; Mar 28, 2014 at 05:20 PM.
Send some 243s off to A.I. for porting, and get a custom grind. LS6 intake, PTC converter (which will be custom speced to your build not off the shelf), 3.73s out back. Lots of weight reduction can be done that's not fully visible.
Highflow cats wont do much for you, I'd opt for putting that money towards heads, its 5 HP vs 25+.
Highflow cats wont do much for you, I'd opt for putting that money towards heads, its 5 HP vs 25+.
A high 220's duration cam with a 117lsa is going to want to spin high, and have a soft low-end. Id go with a 3600-4k stall, and 11.0-11.5 SCR if you're truly set on a cam like that.
I wouldn't go any larger than a 226/226 117lsa+4, since it still has a IVC of 46 and -8* overlap, ideally you'd want at least -10* O.L., and a earlier IVC.
I wouldn't go any larger than a 226/226 117lsa+4, since it still has a IVC of 46 and -8* overlap, ideally you'd want at least -10* O.L., and a earlier IVC.
How high to you plan on spinning the motor..?
I'd highly recommend you have the heads milled and CNC ported, that way you can run a smaller cam with no or less I/E split, than you would need if you ran stock non-ported/SCR heads,or just flat-out make more power with the same size cam.
FYI, no one will be able to visually or audibly tell you have ported and milled heads; do it!
I'd highly recommend you have the heads milled and CNC ported, that way you can run a smaller cam with no or less I/E split, than you would need if you ran stock non-ported/SCR heads,or just flat-out make more power with the same size cam.
FYI, no one will be able to visually or audibly tell you have ported and milled heads; do it!
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Edit: not playing age card, just i have my own house and live by myself so I don't have lots of spare cash lol this will be a side thing. Might take 6-16 months to finish
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The heads were milled to get SCR up to 11 to 1 over the stock 10.5 to 1.
377 HP/367 TQ on a Mustang Dyno.
This was in a 2005 CTS-V, which has a parasitic driveline loss of about 20%. I am told the parasitic driveline in F-bodies is more like 15%. If that is true, it would translate to 394 HP/383 TQ. But, of course, you can draw you own conclusions.
377 HP/367 TQ on a Mustang Dyno.
This was in a 2005 CTS-V, which has a parasitic driveline loss of about 20%. I am told the parasitic driveline in F-bodies is more like 15%. If that is true, it would translate to 394 HP/383 TQ. But, of course, you can draw you own conclusions.
The heads were milled to get SCR up to 11 to 1 over the stock 10.5 to 1.
377 HP/367 TQ on a Mustang Dyno.
This was in a 2005 CTS-V, which has a parasitic driveline loss of about 20%. I am told the parasitic driveline in F-bodies is more like 15%. If that is true, it would translate to 394 HP/383 TQ. But, of course, you can draw you own conclusions.
377 HP/367 TQ on a Mustang Dyno.
This was in a 2005 CTS-V, which has a parasitic driveline loss of about 20%. I am told the parasitic driveline in F-bodies is more like 15%. If that is true, it would translate to 394 HP/383 TQ. But, of course, you can draw you own conclusions.
But, make no mistake, power is easier to come by with headers. With that particular cam headers would not add a ton - maybe 10-15 horsepower. But with headers one would presumably run a slightly larger cam (even keeping the street drivability the same) which would likely pick up 25+ HP.
Yeah I want to run a 100 shot on it but want to be able to hide everything. Bottle in the spare tire spot. Idk how to run the wiring tho.. I'll worry about nitrous after I get the car together. Lol
My EPS 218/226 117+3 has neg.12 OL and idles smooth with .030" milled
241 heads..GM MLS gaskets. Shift point is 6800 with dual springs and hollow
LS6 valves. IIRC Geoff markets this cam as the truck torque #2.
Darkman's suggestion of the 230 EX. lobe would also help with your manis
and the spray.
241 heads..GM MLS gaskets. Shift point is 6800 with dual springs and hollow
LS6 valves. IIRC Geoff markets this cam as the truck torque #2.
Darkman's suggestion of the 230 EX. lobe would also help with your manis
and the spray.
My EPS 218/226 117+3 has neg.12 OL and idles smooth with .030" milled
241 heads..GM MLS gaskets. Shift point is 6800 with dual springs and hollow
LS6 valves. IIRC Geoff markets this cam as the truck torque #2.
Darkman's suggestion of the 230 EX. lobe would also help with your manis
and the spray.
241 heads..GM MLS gaskets. Shift point is 6800 with dual springs and hollow
LS6 valves. IIRC Geoff markets this cam as the truck torque #2.
Darkman's suggestion of the 230 EX. lobe would also help with your manis
and the spray.