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I lost motivation a bit with my 402 build for a few months, it's back in the car now but a bit more work to go still. Fingers crossed mine turns out even within 10% or yours!
I lost motivation a bit with my 402 build for a few months, it's back in the car now but a bit more work to go still. Fingers crossed mine turns out even within 10% or yours!
I hear ya, with parts taking forever and everything else I got to a point where I just wanted to sell everything off but thankfully held off on that!
Bro! 660+ hp from a 402 that’s this streetable is impressive. Especially through a 235cc cathedral port. You’ve got to be stoked! This little SUV is going to break hearts on the street.
Rumor has it that you’ve got a new thread coming over in the Dyno section…
Bro! 660+ hp from a 402 that’s this streetable is impressive. Especially through a 235cc cathedral port. You’ve got to be stoked! This little SUV is going to break hearts on the street.
Rumor has it that you’ve got a new thread coming over in the Dyno section…
Stoked is an understatement! I sent all the results to Tony and he was pretty excited with them as well. We just pulled the engine off the dyno yesterday, we did about 12 more runs dialing in with 1 3/4" headers vs the 1 7/8". Once I get all that information compiled together I'll post it as well.
Very interesting, regardless if anyone thinks the number is high, which the dyno it was on has been known to be a heartbreaker, it still made 650+ on two different dynos.
Very interesting, regardless if anyone thinks the number is high, which the dyno it was on has been known to be a heartbreaker, it still made 650+ on two different dynos.
It’s my understanding that on dyno day here, there were other engines dyno’d that saw their mean average results, and when the dyno operator saw the results of your engine…same dyno, same day…he was very, very impressed. Nothing exaggerated here guys, just a well thought out combo with attention to detail, that has raised the bar some for us all. Evolution in power making observed right here. Efficiency at its finest example for all to see.
It’s my understanding that on dyno day here, there were other engines dyno’d that saw their mean average results, and when the dyno operator saw the results of your engine…same dyno, same day…he was very, very impressed. Nothing exaggerated here guys, just a well thought out combo with attention to detail, that has raised the bar some for us all. Evolution in power making observed right here. Efficiency at its finest example for all to see.
Thank you for the kind words. I really can't thank Tony Mamo enough as well as my builders at Golen Engines and I can't forget Scott at SD Concept Engineering for really taking his time and expertise in dialing up that sweet tune on the Dyno.
Originally Posted by Bspeck82
I am anxious to see what it does at the track
My original goal was to click off a 10.9x pass without stripping it out completely. Should hopefully be pretty close to that, only time will tell. Until recently the previous record holder for NA TBSS was a LME built 416 that made about 40hp less and went 10.96 with weight reduction. I'll never break the new record but I'm hoping to get close while still using the factory LS2 block 😉
Figured I would add the spread sheet, over 500ft lbs of torque across almost the entire run! As you can see she was pretty happy with everything during the run. I believe we commanded 12.5 or 12.8:1 for A/F and it was at 26.5* of timing. We tried 27.5* and it lost 8hp up top.
Very interesting, regardless if anyone thinks the number is high, which the dyno it was on has been known to be a heartbreaker, it still made 650+ on two different dynos.
I dont know why people would question that, pretty typical for a solid @410" street NA setup. Equivalent to 540-560rwhp in a manual car, 485lb ft of torque
I helped a fellow member here with his C6Z Mamo build recently. Wrapped it up 5-6 weeks ago. He decided on a limited travel hydraulic lifter and I measured pushrods. We had 15 different lengths out of 16 rods. Sent the data to Tony who got with Manton and we decided on grouping the rods into I think 10 or 12 different lengths vs the 15 different lengths, if memory serves. Yella Terra rockers used on that build. I expected 7-8 different lengths, so I was surprised to say the least. At the end of the day, it’s a really quiet valvetrain. Much quieter than it was when built by GM.
The Cup guys used to run adjustable rockers with their solid roller setups, but have gone to a non-adjustable rocker system and lash is set with pushrods and lash caps. The less moving parts in an engine, the less chance for something moving or breaking. Plus it saves weight on the entire valvetrain. Both sides of the rocker matters with an endurance build, from the lifters to valve tip. The less moving mass, the better.
Scott,
It was actually 7 lengths after I grouped the closer lengths together and IMO nothing beats the right length rod in a solid one piece design.
Those 7 lengths kept our "margin of error" in regards to installing the perfect length to plus or minus .002 which is pretty good. I have set up more short travel valvetrains that I can remember and it usually requires 5 - 7 different lengths when you group them all together taking into account ALL the stacking of tolerances that can change things a few thou when its all said and done.
Regarding Josh's build that's documented here in this thread, it took a LONG time to come together.....he sweated all the details in regards to his parts choices, the install and the tune and it all paid off handsomely for him making the power that is normally associated with larger (really good) 416 builds.
I bested my realistic expectations by 10 - 20 coming in on the very high side of a range I might have quoted Josh (to be honest when I talk numbers I never quote a best case scenario to try and get my customers business because there are so many variables outside of may control after I send a customer a bunch of optimized parts.
Pretty sure I told Josh I would expect somewhere around 640 HP give of take 10 either way and he said he would be very happy with that considering we were building a 402
So I decided to start a fresh thread discussing the results of this build the "Dyno results section" going over a list of all the components and spec's of the build with Josh perhaps filling in some of the blanks this way folks don't have to scour through an older long thread to find all the details
I felt it would be alot cleaner in a new stand alone thread (with a link to this build thread for all the backstory of those interested) and I know some guys don't revisit older threads
Here is a link to the new thread just discussing the engine build, specs and results of this build. I wanted all the specs of the actual engine build immediately available without digging thru an old huge thread
Just to chime in Tony also helped (massively) with my 402 build, we ended up ordering 6 different lengths after grouiping things together. YT rockers and 2126LSR lifters in this case. Being over in the UK then having Tony on the end of the phone was really reassuring when you're sending thousands of dollars across the pond!
Tony, haven't spoken to you for a while, I am still making progress, life got in the way towards the end of last year but slowly getting back to the car now, engine / box are back in
Apologies for the thread hijack! Thanks for compiling the details in that other thread, will be interesting for me to re-read everything in this build as it's turned out so well
Well it's been a long journey through life. Between personal and health reasons everything has been on the back burner but I am finally in a place where I am able to work on things. Been a tedious process the past few weekends but I am just about ready to fire the engine up in the chassis for the first time. Hopefully this weekend if I can squeeze some time in around my son's hockey games. No changes have been made since the last Dyno session aside from redoing the rocker geometry and putting in some much bigger and stiffer pushrods from Manton. The 662hp number was made with my chassis headers and accessory drive so I won't be losing anything from those. I have a Circle D 3600 265mm converter behind everything for now.
Well I got it fired up, tried to idle for a second and then the RPMs took off like a freight train so I killed it when it hit 3500 rpm. I'm thinking it has a big vacuum leak, just not sure where right now.. going to pull the intake and put some RTV on there since I had to split them last week to drill out the rear MAP port. That's about the only thing I can think of. Of course my laptop died after trouble shooting my MPVI2 all afternoon, so I didn't get a chance to log it. But she did sound mean! Lol
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