GONEB4U

iTrader: (126)

I'm looking to up the power in my current motor that is in my 69 Camaro that is in my sig. The engine dyno showed 527hp at the crank but with my calculations it shows that I am making 470hp to the wheels to go 11.4@119 in a 3600lb car. So I'm thinking that I'm making a little more than 527hp at the crank. Here is what I have: a stock 6.0 bottom end with ARP 2000 rod bolt installed. Pistons are out of the hole.015 and with a .060 head gasket and 65cc ported 243 heads; I'm coming up with 10.77 to 1. I am running stock rockers with Comp cam 234/238 598/605 lift with 115+4 lobe seperation and CTSV race lifters. My ported 243's flow 330's at 650 lift on the intake. All this is breathing through a ProSystems carb.

My question is- What would you change in this combo to have a 650HP motor on 93 octane pump gas?

I was thinking about milling the heads and intalling a GM MLS heads gasket with a .051 thickness to bump up my compression to 12 to 1.
Is 12 to 1 to high for 93 octane on a steel block with a aluminum heads?

Do I need a more agressive cam ?

I am looking for a very streetable combo. I drove my current setup for 75-90 minute trips a ton of times with 3.73's and a turbo400. It ran like a Cadilac and returned a decent 18mpg. Should I just leave everything alone and be happy with my current combo? Or do I let the winter season gremlins get to my hunger for more power?

What are your suggestions?

njc.corp

whats the actual octane reading out of 93 fuel-

i dont know if the comp is to high or do-able-but a lot of this will be down to how efficent the head chamber is-

depends what u find agressive-

but with me not having that much cam know how-u would need to be a in lower region of lsa-

2001 Pewter WS6

iTrader: (43)

If you have 527 at the crank and are running a turbo 400. You don't have anywhere near 470 at the wheels. If you had a 6 speed you'd be around 440 to the wheels. With the T400 you are in the 410-420 range if that. That would be about right for your mph. I don't think it is possible to reach your goals with a stock bottom end on pump gas. You will be looking at a decent size stroker motor with some good heads to get there.

GONEB4U

iTrader: (126)

So then what do you think is the max hp that I can make with stock bottom end and 93 octane?

ringram

Serious heads and valvetrain plus a higher RPM is my quess.

GrannySShifting

iTrader: (10)

Your not going to make 650 actual flywheel hp with 370 cubes without alot fo $$$$ THats a car that traps 135-140 mph

Weve made 450+ thru Th400 on our Mustang dyno with 6.0L engines on pump gas, but at best Id bet thats 600 tops at the engine, doubtful that much. 450 on this dyno traps about 130 for example

GONEB4U

iTrader: (126)

What combo do you use to make 450+ at the wheels on pump gas? What are the cam specs? What do your heads flow at .650 lift? What is the compression ratio?

njc.corp

what and why does it matter what the head flows as long as its going to move the air in and out quick-not lift numbers-

dont look to hard in the peak lift numbers-u got to look more down low as thats the moving of the car area-(for argument sake)

dont buy or base cyclinder head performance on just flow/cfm numbers-

GONEB4U

iTrader: (126)

OK. Do you have any suggestions?

05JUDGE

iTrader: (26)

How big of a stall do you run in the th400? I'm running around 12.2 compression in my 427 on 93 octane with a cam that is way bigger and it drives in town just fine.

GONEB4U

iTrader: (126)

around 4500 if you flash it. I was launching the car on the transbrake at 3600-3800. But there is also a diffrence between your 427 and my 364. So I do not want to go with a cam that is going to be undriveable.

05JUDGE

iTrader: (26)

Very true. I'd say with a little more aggressive cam you'll be where you want to be. Might even consider some L92 heads. They have been pretty popular and showing great results.

GONEB4U

iTrader: (126)

L92 heads do flow good #'s out of the box but there isn't a good flowing aluminum carb intake out there yet that can keep up with them.

05JUDGE

iTrader: (26)

Yeah that's for sure. About the best you can do there is get the GMPP carb intake and have it port matched and opened up. If someone did come out with a good one I'd be all over it myself and rig it up for fuel injection.

njc.corp

yes speak to a head/intake/cam guy-start at the top where the entry point is-

someone like richard at WCCH and brian at TEA will tell u what or what not to do- or if it is going to get u their-(That is if u dont have a baseline understanding yet)

thats what i did-its looking to be alright for me-but it aint a apple to apple thing-

Thanks

GrannySShifting

iTrader: (10)

320 CFM, carb style and OEM style manifolds, in the 240s area duration camshafts (we do different cams per application of course so nothing really the same), normal 11.5:1 stuff. Nothing really of extra serious effort. Id think you coud get soemthign to go 10.50s at that weight without a lot of hassle

We have a carb style intake for the heads we have on Ashleys car. That top end might do well for you, 11.9:1 compression, 230 cc head on AshWS6 car https://ls1tech.com/forums/drag-racing-results/749327-all-time-fastest-na-ls-any-c-i.html We dont do much carb stuff really, alot of it can be in getting the carb to provide a good mixture across the board rpm and cyl-cyl wise