500 rwhp Gto recipe
Thread Starter
Staging Lane
Joined: Dec 2015
Posts: 69
Likes: 0
500 rwhp Gto recipe Wanting to set the record for fastest manual stock bottom end n/a gto, think i need around 500 wheel horsepower to do it.
Best time ive seen after scouring the internet for hours is an 11.131, feel free to inform me of any faster ET's so i can set my goals accordingly.
Stock is currently stock (excluding a volant cai, 3'' catback and tune) But I'm going to be starting the build with the headers some time this week, heres my shopping list so far
Pacesetter lt's with catless mids
232/232 112lsa .600/.600 lift
ls3 heads? Open to suggestions but no CNC ported $2000 monsters
FAST 92mm intake
3.91 gears
15'' weld rims with non dot legal radials for the track, looking at nt555's or super sports for daily driving.
Car will still be a daily, so low end torque is still a consideration along with no insane weight reduction ie removing speakers and carpet, but will have weight reduction such as spare tire passenger/rear seats etc for when i head to the strip. Looking for a 3600 race weight. Any real life experience with a similar combo or thoughts? Would that engine combo give me 500rwhp, would the cam maintain driveability, and could this hit 10's all motor?
Best time ive seen after scouring the internet for hours is an 11.131, feel free to inform me of any faster ET's so i can set my goals accordingly.
Stock is currently stock (excluding a volant cai, 3'' catback and tune) But I'm going to be starting the build with the headers some time this week, heres my shopping list so far
Pacesetter lt's with catless mids
232/232 112lsa .600/.600 lift
ls3 heads? Open to suggestions but no CNC ported $2000 monsters
FAST 92mm intake
3.91 gears
15'' weld rims with non dot legal radials for the track, looking at nt555's or super sports for daily driving.
Car will still be a daily, so low end torque is still a consideration along with no insane weight reduction ie removing speakers and carpet, but will have weight reduction such as spare tire passenger/rear seats etc for when i head to the strip. Looking for a 3600 race weight. Any real life experience with a similar combo or thoughts? Would that engine combo give me 500rwhp, would the cam maintain driveability, and could this hit 10's all motor?
Last edited by 05GTO6.0; Jun 5, 2016 at 08:58 PM.
I seriously doubt that build will give you 500 rwhp on an honest dyno. Case in point is my buddy's HCI 06 GTO. With Mast heads, big *** cam, ported Fast 92, and full bolt ons he made 495 rwhp
Thread Starter
Staging Lane
Joined: Dec 2015
Posts: 69
Likes: 0
How big a cam? was it through a stalled auto or a t56, I had the car dyno'd at 353 wheel after the tune, and all be sure to have it dyno'd on the same one once the mods are done.
Thread Starter
Staging Lane
Joined: Dec 2015
Posts: 69
Likes: 0
Well they were on the car when I got them so I have nothing to compare them to, but they seem to get the job done just fine. I would however not recommend the Pacesetter y-pipe UNLESS you have a better merge spliced in...which is exactly what I did. Their merge is absolutely horrible lol
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TECH Fanatic
Joined: Jul 2007
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From: Wilmington, De
You have clashing goals here. You want 500 RWHP on a stock bottom end LS2, you want to run 11.0 or better in the quarter mile, you want to maintain the vehicle as a daily driver with good street manners, and judging by your parts list, you don't want to spend a lot of money.
If this is your daily, then I would suggest abandoning the first two goals and modify with the third goal in mind. It will be a much more enjoyable experience.
If this is your daily, then I would suggest abandoning the first two goals and modify with the third goal in mind. It will be a much more enjoyable experience.
You have clashing goals here. You want 500 RWHP on a stock bottom end LS2, you want to run 11.0 or better in the quarter mile, you want to maintain the vehicle as a daily driver with good street manners, and judging by your parts list, you don't want to spend a lot of money.
If this is your daily, then I would suggest abandoning the first two goals and modify with the third goal in mind. It will be a much more enjoyable experience.
If this is your daily, then I would suggest abandoning the first two goals and modify with the third goal in mind. It will be a much more enjoyable experience.
Here is your 500 rwhp recipe:
- Brian Tooley hand worked TFS 220cc heads (11.5:1 compression)
- Brian Tooley custom spec'd cam or his stage 4 cam
- Brian Tooley port matched FAST 102mm intake with a 102mm TB (Nick Williams, Warr Performance, etc.
- 1 7/8" long tube headers
- 3" dual exhaust
- And you'll want to get a good street/dyno tune
- Brian Tooley hand worked TFS 220cc heads (11.5:1 compression)
- Brian Tooley custom spec'd cam or his stage 4 cam
- Brian Tooley port matched FAST 102mm intake with a 102mm TB (Nick Williams, Warr Performance, etc.
- 1 7/8" long tube headers
- 3" dual exhaust
- And you'll want to get a good street/dyno tune
For a daily driver I would not worry about 500whp. Port the heads, put a mild cam in it and enjoy. If you want to make 500whp and keep it daily driver friendly, you will need more displacement.
Wanting.....around 500 wheel horsepower...... heres my shopping list so far
Pacesetter lt's with catless mids
232/232 112lsa .600/.600 lift
ls3 heads? Open to suggestions but no CNC ported $2000 monsters
FAST 92mm intake
3.91 gears
15'' weld rims with non dot legal radials for the track, looking at nt555's or super sports for daily driving.
Car will still be a daily, so low end torque is still a consideration.....
Pacesetter lt's with catless mids
232/232 112lsa .600/.600 lift
ls3 heads? Open to suggestions but no CNC ported $2000 monsters
FAST 92mm intake
3.91 gears
15'' weld rims with non dot legal radials for the track, looking at nt555's or super sports for daily driving.
Car will still be a daily, so low end torque is still a consideration.....
As far as heads go......you can have Texas Speed CNC ported OEM LS3 heads for $1300 (they create positive flow to .650")....and TSP will install .660" PRC or PAC springs for about $240 more.
http://www.texas-speed.com/p-1179-pr...ted-heads.aspx
BTW....with that cam, I have a set of NIB CompCams Ultra Pro-magnum rockers that would bring your lift to about .635", if you're interested.
. That having been said, the cam you're looking at is an equal split cam. If you're dead set on LS3 heads and a 232 intake duration, you may be better served with a cam with something like 240* duration on the exhaust lobes. More overlap, a bit less driveabilty, but would gain you another 10 - 15HP (or so) to the wheels....most gains coming above 5K RPMs.
What kind of compression? That much cam REALLY needs 11.3 to 11.5:1 static compression or it won't perform as it should.....
KW
Last edited by KW Baraka; Jun 6, 2016 at 11:24 AM. Reason: Added Content & Misspellings
I'm thinking 460 to 480 HP depending on heads.....maybe shoot for 11:1 compression and of course, .035" to .040" quench with a good 3000 to 3400 stall TC. I'd go with a Yank or a Circle-D.
As far as heads go......you can have Texas Speed CNC ported OEM LS3 heads for $1300 (they create positive flow to .650")....and TSP will install .660" PRC or PAC springs for about $240 more.
http://www.texas-speed.com/p-1179-pr...ted-heads.aspx
BTW....with that cam, I have a set of NIB CompCams Ultra Pro-magnum rockers that would bring your lift to about .635", if you're interested.
Don't know about hitting 10's.....but that cam will only have about 8 or 9 degrees of overlap. Yeah....it'll romp a bit, but it will be VERY 'drivable' .
That having been said, the cam you're looking at is an equal split cam. If you're dead set on LS3 heads and a 232 intake duration, you may be better served with a cam with something like 240* duration on the exhaust lobes. More overlap, a bit less driveabilty, but would gain you another 10 - 15HP (or so) to the wheels....most gains coming above 5K RPMs.
What kind of compression? That much cam REALLY needs 11.3 to 11.5:1 static compression or it won't perform as it should.....
KW
As far as heads go......you can have Texas Speed CNC ported OEM LS3 heads for $1300 (they create positive flow to .650")....and TSP will install .660" PRC or PAC springs for about $240 more.
http://www.texas-speed.com/p-1179-pr...ted-heads.aspx
BTW....with that cam, I have a set of NIB CompCams Ultra Pro-magnum rockers that would bring your lift to about .635", if you're interested.
Don't know about hitting 10's.....but that cam will only have about 8 or 9 degrees of overlap. Yeah....it'll romp a bit, but it will be VERY 'drivable'
. That having been said, the cam you're looking at is an equal split cam. If you're dead set on LS3 heads and a 232 intake duration, you may be better served with a cam with something like 240* duration on the exhaust lobes. More overlap, a bit less driveabilty, but would gain you another 10 - 15HP (or so) to the wheels....most gains coming above 5K RPMs.
What kind of compression? That much cam REALLY needs 11.3 to 11.5:1 static compression or it won't perform as it should.....
KW
Thread Starter
Staging Lane
Joined: Dec 2015
Posts: 69
Likes: 0
I'm thinking 460 to 480 HP depending on heads.....maybe shoot for 11:1 compression and of course, .035" to .040" quench with a good 3000 to 3400 stall TC. I'd go with a Yank or a Circle-D.
As far as heads go......you can have Texas Speed CNC ported OEM LS3 heads for $1300 (they create positive flow to .650")....and TSP will install .660" PRC or PAC springs for about $240 more.
http://www.texas-speed.com/p-1179-pr...ted-heads.aspx
BTW....with that cam, I have a set of NIB CompCams Ultra Pro-magnum rockers that would bring your lift to about .635", if you're interested.
That having been said, the cam you're looking at is an equal split cam. If you're dead set on LS3 heads and a 232 intake duration, you may be better served with a cam with something like 240* duration on the exhaust lobes. More overlap, a bit less driveabilty, but would gain you another 10 - 15HP (or so) to the wheels....most gains coming above 5K RPMs.
KW
As far as heads go......you can have Texas Speed CNC ported OEM LS3 heads for $1300 (they create positive flow to .650")....and TSP will install .660" PRC or PAC springs for about $240 more.
http://www.texas-speed.com/p-1179-pr...ted-heads.aspx
BTW....with that cam, I have a set of NIB CompCams Ultra Pro-magnum rockers that would bring your lift to about .635", if you're interested.
That having been said, the cam you're looking at is an equal split cam. If you're dead set on LS3 heads and a 232 intake duration, you may be better served with a cam with something like 240* duration on the exhaust lobes. More overlap, a bit less driveabilty, but would gain you another 10 - 15HP (or so) to the wheels....most gains coming above 5K RPMs.
KW
Thanks for all the replys so far! I should have the 3.91's installed sometime in the next two weeks and the pacesetters this weekend, going to head down to the track this friday to see if i can get some et's stock to see my gains from just the 3.91's and headers.
Not set on the cam at all, open to suggestions but 240 seems very excessive. Ideal operating range im looking for would be 2000-6700 ish.
You think a 240 cam is excessive and want an operating range of 2k to 6.7k, but then you still want to make 500rwhp. No cam making 500rwhp is going to be in it's operating range at 2000. Hell, you'd want something in the mid to high teens as far as duration if you want any noticeable grunt at 2000.
I think you can achieve your goals as far as low 11s N/A, but it's going to take a good amount of weight reduction, properly setup drivetrain and suspension and a killer driver. Stop worrying about power and just go with proven combos and let the dyno read whatever it wants to read.