Pump gas budget street engine. All it takes is having a clue

yup....some are clueless

 

Making 550rwhp from a stock Cube LS1 is very unrealistic.
And I doubt you achieved that with pump gas and 345 cubic inches all motor.
That's 625 horsepower at the crank assuming a 12% power train loss.
How many stock cube, pump gas LS1 make 625hp all motor?

 

It made ~535 SAE so about ~600 flywheel. Also it’s 347ci. Carry on.

 

In 1991, we made 825 with a 358 sbc through a 750 carb in the Cup world. Everyone screamed impossible. It lasted over 2k miles in Harry Gants car, winning 4 weekends in a row. Totally off topic, but never say never. As Doug said, you just have to dare to think outside the box and know what you’re doing.

 

DynoJets don't count ha ha.
There's some local DynoJets that read 75rwhp higher than accurate Mustang Dynos where I live.
They do that to inflate customer egos.

I remember a friend had his 400 SBC in his 1983 Camaro tuned and it made 478rwhp.
But when we did a 40mph roll, we were dead even.
Same gen of Camaro, no traction issues, nearly 100rwhp difference but acceleration was identical.

 

Anyone that put any thought in it did it. The guys that want to buy parts and talk about them didn't.

There's no doubting it achieved that on pump gas.....that's what it did. Sheetz 93 to be specific and no additives.

Now to blow your mind more that was through a 9" and turning all accessories.

I know erryone that don't have a clue thinks 450whp is it......my bolt on ls6 in the same car made 451whp 423wtq......so that's oe crate ls6 #'s on pump gas.

So either of those 5.7s could easily show more power on a dyno with e85 or any number of other highly oxygenated fuels.

Go crawl your sorry *** back in srk and preach that furd **** you can't back up.

And it's a 346 if your math is mathin'

It's funny.....the biggest nay sayers are the ones with no actual clue.

But to you and myself..... 600whp from a 5.7 is totally possible.

I rememner Harry Gant winning those 4 in a row races. Very cool that you were part of that.

 

Yeah race engines that cost more than most people's homes can definitely make a lot of power sure.
550rwhp with a LS1 allegedly.
Then y'all will post 10.99999 second second Time slips.
If you made the power you claim you did, you'd be in in the 9s

 

Actually, Dynojets should be the only chassis dyno that does count IMO.

If the MD is setup correctly it will read slightly lower than SAE DJ #s. However some will read higher and some will read way lower. For this reason it’s useless on comparing #s. Dynojets have proven time and time again to be the only comparable chassis dyno.

Yes, you can cheat a DJ via the weather station but all you have to do is ask for weather data.

 

It was already explained that you have a 347.

Link to a 600whp Dynojet SAE 346?

 

the car went 10.7@130ish with the bolt on ls6 when it made 417whp with a best trap of 131.3. I never got to run it after the bolt on ls6 made 451whp. It likely had a 10.5 maybe a 10.4 in at 133ish.

So yea it will likely run somewhere around a 10.0 in this car.....which is a complete street car. Now I'm not saying it will run that the first time out. It may take some adjustments.....but not to the engine. It's plenty capable of likely dipping into the 9s......I mean it's not like a 5.7 hasn't ran 9s before. So it's definitely not some impossible feat.

and I splained to you the actual math......gtfo


600whp is entirely possible from a 5.7

 

So you have no proof of said 600whp.

What is the exact bore and stroke of our LS6?

 

See post #20

 

In some ways, NASCAR and drag racing remind me somewhat of the NFL. The QB's, RB's, and WR's get all the glory, while the guys who enable the offense to do what it does don't get nearly as much ink. Taking nothing from Harry Gant, but without guys like Scott and the rest of the crew, it's doubtful he would've won 4 of those races in a row. It's all about teamwork, but some get more of the spotlight than others. Thats another reason why I love the forum. We are kinda/sorta all teammates here, and I'd like to think we're all trying to help each other. I know some here have helped me, and I think I've also helped others. I know I've tried.....

 

Oohh fo sho.....the team makes it. The driver puts it all together on track.

From what I have seen it's not even always the "best" drivers that get the most accolades. Especially in road racing where drivers share cars. They will typically get their due but it takes a while when shadowed by a big name.

 

I'm thinking it's 33% driver, 33% crew chief and 33% the suspension tuner. The other 1% is luck.

 

I would back the driver up to 25% maybe less. A good crew chief could be more than 33% a bad one alot less and not in ways you may think.

The crew has so much more to do than either most of the time. That has to put them at 50%......alot of times the information/evolving ideas and developing parts from the crew influences what the crew chief does.

It's definitely a team effort. No one person is going to be successful going it alone at a professional level.

 

you NEVER HIT a 10.7 mr. errored out time/date slip.. quit lying about this everywhere you go.. even God knows you never cut a 1.2 60. Stop telling everyone you had a 10.5 in it as well… you dont even race. You never even backed up the 1.2 either. The lies you spread are very girly like and no where near manly.

 

Here we go again, again!!

 

Yup. He trolls him every where he posts….

 

I wouldn’t sell it yet.You actually don’t have a horsepower problem — you have a powerband placement problem.381 rwhp on an LS1 with a mild cam is already normal. The reason it feels slow on corner exit isn’t peak power, it’s where the torque is happening relative to your gearing and exit RPM.Road course cars rarely accelerate at peak HP rpm. Most of your lap time is spent between roughly 3500–6000 rpm, especially on corner exit. If the cam and intake combination pushes the torque curve higher, the dyno number goes up but the car gets slower coming off corners because the engine isn’t making cylinder pressure where you’re actually using it.A lot of people throw 243 heads and a bigger cam at an LS1 chasing 450 rwhp and end up with a peakier engine that feels faster on a dyno pull but worse on track.Before spending $3k+, figure out this:What RPM are you at when you unwind the wheel at your slowest corner?If you’re exiting around 3500–4200 rpm, you don’t need more head flow first — you need torque in that band. A cam matched to that exit rpm will make the car noticeably faster even if peak HP barely changes.In many cases a properly chosen cam + gearing change will drop lap times more than a head swap because you’re increasing average acceleration, not peak power.Your engine isn’t a dead end yet. You just need the torque curve moved to where you actually drive the car.