Let's hear your l92/ls3 combos and rwhp numbers
11-06-2008, 08:45 PM
#21
I have an L92 Cartek 441.
stock ported intake
13:1 c/r
Hydraulic roller
non lock up th350, 8" converter, Moser 12 bolt, 3:73's, 30" tires
Car dynoed 536 rwhp, 636 rwtq
Kind of hard to see where she starts to tail off on the dyno with the non lock up trans but I can tell you from track testing that she pulls strong past 6700+. Car ET's better and MPH'rs better the higher I shift it. (shift light is set at 6500 right now)
Solid roller set up aside I really don't think the stock intake is hurting flow on the L92's, even on a motor with my displacement. Heads flowed 330+ cfm through the intake and at least for my set up is not lacking anywhere through the rpm band.
I'm curious to see a solid roller set up for the L92's as well since that would be my next step.
stock ported intake
13:1 c/r
Hydraulic roller
non lock up th350, 8" converter, Moser 12 bolt, 3:73's, 30" tires
Car dynoed 536 rwhp, 636 rwtq
Kind of hard to see where she starts to tail off on the dyno with the non lock up trans but I can tell you from track testing that she pulls strong past 6700+. Car ET's better and MPH'rs better the higher I shift it. (shift light is set at 6500 right now)
Solid roller set up aside I really don't think the stock intake is hurting flow on the L92's, even on a motor with my displacement. Heads flowed 330+ cfm through the intake and at least for my set up is not lacking anywhere through the rpm band.
I'm curious to see a solid roller set up for the L92's as well since that would be my next step.
Those are some of the best results I've seen out of a L92 setup considering the trans and converter.
11-07-2008, 06:29 AM
#23
11-07-2008, 06:32 AM
#24
Maybe with one of the intakes coming out we can get more volume to them, wanna see how they work on some other cars before I invest in one. I'm in no real rush since the car is running so well.
11-07-2008, 03:56 PM
#25
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HKE 408
Core 6.0 LS1 Block
Callie Compstar 4.0 crank
Callie Compstar LS1 rods w/ARP 2000 bolts
Wiseco Pistons 4.030 bore L92 flat tops for 300 n2o
Wiseco GFX piston rings
ACL 5M7298H Main Bearings for LSX - Race Bearings
ACL CB 663 H Rod Bearings for 2.100 SBC Chanfered Race bearings
Patrick G cam
WCCH L92 Heads Assembled W/Patriot X-treme Gold Springs
Manton Push rods
Morel HTL lifters
Melling Ported oil pump
Meziere water pump
ARP 234-4317 head studs
Beck Sheetmetal l92 intake with 3 stage n2o on it
1 7/8 kooks stepped with 3.5" collectors to custom true duels with spintech race series mufflers
about 11.5:1 CR
hoping for over 550rwhp
Core 6.0 LS1 Block
Callie Compstar 4.0 crank
Callie Compstar LS1 rods w/ARP 2000 bolts
Wiseco Pistons 4.030 bore L92 flat tops for 300 n2o
Wiseco GFX piston rings
ACL 5M7298H Main Bearings for LSX - Race Bearings
ACL CB 663 H Rod Bearings for 2.100 SBC Chanfered Race bearings
Patrick G cam
WCCH L92 Heads Assembled W/Patriot X-treme Gold Springs
Manton Push rods
Morel HTL lifters
Melling Ported oil pump
Meziere water pump
ARP 234-4317 head studs
Beck Sheetmetal l92 intake with 3 stage n2o on it
1 7/8 kooks stepped with 3.5" collectors to custom true duels with spintech race series mufflers
about 11.5:1 CR
hoping for over 550rwhp
Last edited by firefighting1101; 11-07-2008 at 04:02 PM.
11-08-2008, 01:18 AM
#26
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'04 Cadillac CTS-V
457 CI HKE LS7 wet sump
238/254 .600/.600
L76
L92 heads ported by Harold Hallam at Port Pros 365/270 CFM
Madman rearend with Ford 9" (steals 25 HP from the drivetrain vs. stock rearend)
520 RWHP/ 520 RWTQ all motor
I think I'm losing about 25% through the drivetrain instead of the normal 18% or so due to the dual driveshaft setup and the 9" rear. I'll also had a blown up outer CV on the passenger side and that could have been sucking some power.
457 CI HKE LS7 wet sump
238/254 .600/.600
L76
L92 heads ported by Harold Hallam at Port Pros 365/270 CFM
Madman rearend with Ford 9" (steals 25 HP from the drivetrain vs. stock rearend)
520 RWHP/ 520 RWTQ all motor
I think I'm losing about 25% through the drivetrain instead of the normal 18% or so due to the dual driveshaft setup and the 9" rear. I'll also had a blown up outer CV on the passenger side and that could have been sucking some power.
11-08-2008, 02:02 PM
#27
'04 Cadillac CTS-V
457 CI HKE LS7 wet sump
238/254 .600/.600
L76
L92 heads ported by Harold Hallam at Port Pros 365/270 CFM
Madman rearend with Ford 9" (steals 25 HP from the drivetrain vs. stock rearend)
520 RWHP/ 520 RWTQ all motor
I think I'm losing about 25% through the drivetrain instead of the normal 18% or so due to the dual driveshaft setup and the 9" rear. I'll also had a blown up outer CV on the passenger side and that could have been sucking some power.
457 CI HKE LS7 wet sump
238/254 .600/.600
L76
L92 heads ported by Harold Hallam at Port Pros 365/270 CFM
Madman rearend with Ford 9" (steals 25 HP from the drivetrain vs. stock rearend)
520 RWHP/ 520 RWTQ all motor
I think I'm losing about 25% through the drivetrain instead of the normal 18% or so due to the dual driveshaft setup and the 9" rear. I'll also had a blown up outer CV on the passenger side and that could have been sucking some power.
You got any 1/4 mile times for that thing?
Kudos for doing it to the Caddy.
I got an '05 cts-she's stock though cause I need her to commute.
Like to have one with 520+ rwhp though...............
11-08-2008, 03:22 PM
#28
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2005 Gto - Stock Ls2 w/ Cartek p&p l92 heads, ported l76 intake, ported tb, custom ground cam to carteks specs, Stock l76 injectors ,comp 921 springs, manely push rods, underdrive pulley, Kooks 1 3/4 long tubes, catless mids, magnaflow catback, custom made cold air intake, vig 3200 converter on stock trans and a boost-a-pump.
Car put down 476hp 415tq
All work was done at Cartek
best et so far with that set up is a 11.55 at 117 on a 1.7 60' with nitto drag radials. car weight was around 3980, think it was closer to 4000 though cant remember.
Car put down 476hp 415tq
All work was done at Cartek
best et so far with that set up is a 11.55 at 117 on a 1.7 60' with nitto drag radials. car weight was around 3980, think it was closer to 4000 though cant remember.
11-09-2008, 09:07 AM
#29
Depending on what you ate for breakfast that day Tim, haha.
Tim's a big boy and the car is heavy-11.55 is really movin'.
11-10-2008, 07:56 PM
#32
402ci 11.5 comp,custom cam,ported l92's,stock l76,1 7/8 kooks,b&b catback,12 bolt w/4.11's m6 trans. with 200mi on motor 517hp 468tq. 10.86 over 128mph w/350mi on motor first and only time down track,3,700lbs car.. I did switch to the g6x3 cam from LG. I pulled my buds car from a roll even worse with the LG cam.But,no dyno or track times yet.If I can get one decent weekend I'll go before the snow.
11-10-2008, 08:55 PM
#33
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2006 TBSS stock short block, cleaned up L92's milled to get 10.8, Futral 224/236 cam, L92 truck intake, ported T/B, Kooks 1 3/4 headers, 3 in exhaust, unlocked Yank 3600
11-10-2008, 10:45 PM
#34
iron 408
compstar crank, rods, diamond flat tops
12:1
gapped for the 300 shot
balanced
prc cnc l92 heads 68cc chamber
248 254 .615 .621 110 lsa
caddy lifters dying (now collapsed)
gmpp single plane edelbrock elbow
Single 3" hooker catback, cutout open in I pipe
90mm holley tb
LT1 k&n air cleaner
85mm maf unplugged sd tune
stock wp
503rwhp 452rwtq mustang dyno
https://ls1tech.com/forums/attachmen...-460-dyno2.jpg
compstar crank, rods, diamond flat tops
12:1
gapped for the 300 shot
balanced
prc cnc l92 heads 68cc chamber
248 254 .615 .621 110 lsa
caddy lifters dying (now collapsed)
gmpp single plane edelbrock elbow
Single 3" hooker catback, cutout open in I pipe
90mm holley tb
LT1 k&n air cleaner
85mm maf unplugged sd tune
stock wp
503rwhp 452rwtq mustang dyno
https://ls1tech.com/forums/attachmen...-460-dyno2.jpg
Last edited by CamaroRick; 11-14-2008 at 11:59 AM.
11-11-2008, 04:12 PM
#36
Yup. It's the peak torque reading on the dyno sheet. Graph shows different with a loose converter and non lock up trans, so does the hp.
Not sure what the torque would be (probably read lower w/o torque mult. of the converter) but I've been told that if I had an M6 the rwhp would be 650ish. I don't know enough about dyno readings to work a conversion out of it, just what I've been told.
Not sure what the torque would be (probably read lower w/o torque mult. of the converter) but I've been told that if I had an M6 the rwhp would be 650ish. I don't know enough about dyno readings to work a conversion out of it, just what I've been told.
11-11-2008, 04:27 PM
#37
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iron block 408
11.4:1 compression
stock l92 heads and stock l76 intake
1 7/8 headers threw 3in true duals
236 lil over 600 lift and a 114 lsa
476/442 on a mustang dyno
11.4:1 compression
stock l92 heads and stock l76 intake
1 7/8 headers threw 3in true duals
236 lil over 600 lift and a 114 lsa
476/442 on a mustang dyno
11-11-2008, 04:44 PM
#38
Most likely the tq and hp would be closer to equal which is higher tq % than most combinations. The trans can induce some spikes which are misleading.
I have a 441 with a manual trans which makes 10 more lbs of torque than hp which is unusual, which led me to the question. The bigger motors often run closer to "square"
I ran on a dyno event where it was set up to run simulated 1/4 mile and they reported spikes at shift (hard) which were >200 hp higher than conventional 4th gear runs. The shock to the rollers was absorbed. Was great fun but, clearly bogus numbers.
Not doubting, just trying to figure out the method of measure.
I have a 441 with a manual trans which makes 10 more lbs of torque than hp which is unusual, which led me to the question. The bigger motors often run closer to "square"
I ran on a dyno event where it was set up to run simulated 1/4 mile and they reported spikes at shift (hard) which were >200 hp higher than conventional 4th gear runs. The shock to the rollers was absorbed. Was great fun but, clearly bogus numbers.
Not doubting, just trying to figure out the method of measure.
11-11-2008, 05:43 PM
#39
Most likely the tq and hp would be closer to equal which is higher tq % than most combinations. The trans can induce some spikes which are misleading.
I have a 441 with a manual trans which makes 10 more lbs of torque than hp which is unusual, which led me to the question. The bigger motors often run closer to "square"
I ran on a dyno event where it was set up to run simulated 1/4 mile and they reported spikes at shift (hard) which were >200 hp higher than conventional 4th gear runs. The shock to the rollers was absorbed. Was great fun but, clearly bogus numbers.
Not doubting, just trying to figure out the method of measure.
I have a 441 with a manual trans which makes 10 more lbs of torque than hp which is unusual, which led me to the question. The bigger motors often run closer to "square"
I ran on a dyno event where it was set up to run simulated 1/4 mile and they reported spikes at shift (hard) which were >200 hp higher than conventional 4th gear runs. The shock to the rollers was absorbed. Was great fun but, clearly bogus numbers.
Not doubting, just trying to figure out the method of measure.
Didn't think you were doubting-just talkin' here.
