At Irwindale my car leaves straight and hard the way it is. 1.51 60' time. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" /> I'll probably throw a larger rear anti-sway bar and some rear hals on the car soon.

 

Terry, someone already suggested stepped 1-3/4" to 1-7/8" long tubes! Don't dismiss this idea too quickly. For your high HP application you can expect about 3-5HP more. Add merge collectors to these and expect 8-10HP over your existing set-up. You may also want to consider yanking the heads and have the combustion chambers coated to retain heat. Lastly, loosen up the front suspension (literally!) for better weight transfer. Good luck!

 

I hope that intake manifold performs better than the awesome looking "LS1 Spyder" sheetmetal intake did in Judson's 9 second SS. He only picked up about 0.5-1.0 mph over his bone stock LS6 intake manifold. Since his 418ci motor is cranking out somewhere between 550-600 rwhp, I would figure it would respond to an improved intake manifold better than most cars on this UBB. I find it hard to believe that a sheetmetal intake on a 382 rwhp car can pick up 34 rwhp over the same motor with an LS6 intake.

 

The sheetmetal intake they had made (had 2 different ones made) was made by a guy/company who races almost every weekend and races in several national racing series, so he is sensitive to high priced intakes that don't perform. I totally agree with you Patrick but I am saying that this one did gain. I know there was a loss in low end tq significant enuff that the test car would have needed more gear than it's stock 3.23.

The car it was put on, 98TA, was baselined at 382rwhp with H/C/LS6, headers, orp, etc. car went 11.6 last year a number of times with minimal weight reduction.

Just email them at either hotrodizz@aol.com for Tom or lt1larry@aol.com for Larry and mention ask them about Sean's car.

Terry if you weren't such a lame-0 I'd send you the intake that I am supposed to test in a few weeks but I will just test it in a controlled setting.

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">
Terry if you weren't such a lame-0 I'd send you the intake that I am supposed to test in a few weeks but I will just test it in a controlled setting.
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I've always been polite to you John. It's not my fault your car is a turd.

RE the intake, if a sheet metal intake can add 15rwhp over an LS6 intake from 5000-7500rpm, I'd be willing to pay $1800 or so for it. Any idea how much the sheet metal intakes go for? Probably more than my budget I'd imagine?

 

I think the intakes are in that ballpark. I'd check with Tom @ LS1 Speed and go from there. He can tell you what the dyno sheets look like. Be sure to mention to Tom what converter and gear you are running.

Is my car a turd? What's wrong with the numbers?

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">
I think the intakes are in that ballpark. I'd check with Tom @ LS1 Speed and go from there. He can tell you what the dyno sheets look like. Be sure to mention to Tom what converter and gear you are running.
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I'll give them a buzz and check them out. Thanks.

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">
Is my car a turd? What's wrong with the numbers?
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">It's just historically slow for what it has, and the dyno numbers on the new engine are down IMHO.

 

hey terry....

as i was reading through the posts, you mentioned if it was worth the $1000 to spend on 1 7/8" headers. but what about then selling your TTS's? i'm sure there are people looking to pick up a set of these. if i hadn't just purchased hooker LT's i would have gladly bought them from you. so that brings down the investment quite a bit. and then you'll have those bigger headers for your built motor...just a thought.

Chris

 

Chris you have a good point I was not thinking about that. Has anyone tried switching from TTS headers to 1 7/8 headers (like the whispers)?

 

I would change out the headers. Buddy of mine has 01 SS. 6.0L Heads milled to give 11.25:1 cr. MMS TB, Lid, FRA, 232/226 561/552 112 cam. pulley, titanium retainers, sprigns etc.. its a M6. with TTS headers it gave out 428 RWHP 408 RWTQ. Changed to SLP tuned LT's and got 442 / 417

its upto you if you wanna spend a grand for extra 10hp now =)

 

Royal Purple Sucks, or that is just my opinion, Email me if anyone wants to know why or agrue with me about it. Valvoline Racing, is a great non-synthetic IMO.

Do LS1's already have titanium locks and retainers, if not do so, or get some titanium valves, That should free up a few noticable horses.

 

Why would you port the heads more? Wait until you do the 388 and open them to match the new bore.

1) Index the plugs
2) Evans coolant www.evanscoolant.com
3) DRM long tube headers
4) Sheet metal intake. (more top end hp, loss of low rpm torque)
5) Does AFR make a hydrarev kit for the LS1? I know on the LT1 there is some top end hp to be gained by it.
6) Flow match the injectors
7) A dyno has an inertial load of 2800lbs. That means if a car weighs more than that then it might run leaner on the street than on the dyno. Maybe more fuel will help your ET.

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">
1) Index the plugs
2) Evans coolant www.evanscoolant.com
3) DRM long tube headers
4) Sheet metal intake. (more top end hp, loss of low rpm torque)
5) Does AFR make a hydrarev kit for the LS1? I know on the LT1 there is some top end hp to be gained by it.
6) Flow match the injectors
7) A dyno has an inertial load of 2800lbs. That means if a car weighs more than that then it might run leaner on the street than on the dyno. Maybe more fuel will help your ET.
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Chris those are some good ideas. Regarding the head porting, I'm doing everything I want to do with the 388 set of heads, only I'm not doing the combustion chamber yet. I'll save that for when the new motor goes in. I really want to see what I can do with more of a max effort 346.

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">
3) DRM long tube headers
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">A couple of people have suggested swapping headers. I'm taking it under consideration, although its hard to justify $1000+ for maybe 5rwhp, you know? My head porting is costing a lot less than that. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">
4) Sheet metal intake. (more top end hp, loss of low rpm torque)
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">If there was something proven I could buy I would. I tried a gutted LS1 intake and lost 20rwhp/20rwtq. If/when someone tries a sheet metal intake and picks up 10rwhp from 6000-7500, I'll be all over it!

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">If there was something proven I could buy I would. I tried a gutted LS1 intake and lost 20rwhp/20rwtq. If/when someone tries a sheet metal intake and picks up 10rwhp from 6000-7500, I'll be all over it! </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">It's happened.

www.LS1Speed.com bolted on a sheetmetal intake and picked up from 382rwhp to 416rwhp on a stock CI car with heads and cam. Car already had an LS6 intake. That is with PCM tuning. Car was not pulled over 7000 rpms and the cam in the test car is not a high rpm cam but the peak HP did move up a couple hundred rpms.

 

Terry, also take a look at Swain Technologies. They are one of the more experienced in ceramic and low friction coating.

If I had more time when MMS was building my 388 I would have ceramic coated the pistons and heads.

A friend of mine broke an MMS valve spring with an MTI T1 cam so I'm probably going to have a set of their springs cryogenicly frozen and then have Swain use their heat dissipation coating on them.

I've heard of greatly reduce BSFC values on V8s that have coated pistons and heads. Hell even GM started coating the skirts on pistons in 2002 LS1s.

http://www.swaintech.com/price.html

Another possibility is to have them low friction coat your ring and pinion. $80.

 

Where can I buy one? <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> I don't see it on their website.

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">
I would change out the headers. Buddy of mine has 01 SS. 6.0L Heads milled to give 11.25:1 cr. MMS TB, Lid, FRA, 232/226 561/552 112 cam.
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Is it a Thunder Racing cam?

 

if ya wanna go crazy you can remove all the ducting and braces from the dash board, run a lecarra type wheel, no bags, no bag electronics..etc etc run a manual seats track as well....wanna sell that a/c stuff?...

Jeremy