Absolutely, there is more power in header design than crossover placement. Crossover placement seems to also have more of an effect on power below the peak, we always found it to broaden torque in the midrange.

On all out combinations like yours or this one, it could be worth some decent numbers. On the average build where nothing is optimized, it won’t be worth much.

 

I agree that fixing the back won't be a big deal, just never should've been done that way. And I know that merge is single digit stuff overall, but i took time to optimize everything from the beginning. And the shape of the curve is what i have been after all along. I wanted the merge closer so that i get the full effects of good exhaust scavenging, whatever that is worth, and it's just gonna bug me lol.

I talked to him over the weekend and explained my position (the over the axle pipes hitting the frame and diff are going **** me and the knock sensors off..). He is going to fix the transition back to 3in after i get it tuned and let me get under the car before final welding anything so we can both agree on what works best. It can't really get worse than the first attempt, so i don't have much to lose giving him a second go at it.

 

Sounds good!

 

On a more positive note, I got the Halltech CF112 to fit with some trimming to the filter and upper radiator shroud. Pretty much done in the engine bay, just need to decide if I like the flex fuel sensor spot before trimming the excess wire. Have a feeling I'm gonna move it.. Hopefully tuning on Wednesday

 

I was looking at your PCV / Vent set up. I see a hose going from valve cover to catch can, another hose from catch can to intake manifold (I presume a PCV valve there or orifice) and another hose on the top going somewhere?

 

Driver side valve cover connects to T that goes to pass side vc and sump tank. Pass side also has large hose that goes to catch can. Smaller, second line from catch can goes to intake manifold, behind TB (the can has a valve on this line/fitting). There should also be a line going from the sump tank to before the TB, but i haven't hooked that back up yet, so it's just vented. The top hose of the catch can is just a vent, most people have a filter on here but i went with road race version that routes any potential spillage elsewhere. valley is capped.

 

 

Solid power. Don't remember if you have a number goal with the setup.

With all the testing that I've seen with the Trinity, I don't think it'll make any more power than the MSD. Its definitely going to lose down low.

 

the number goal was to get as close to 700 as i could. early on, i wanted to be in the 660+ range with as much torque as i could get from about 4500-5000 on. Somehow, i think i got it all right.

The trinity will absolutely lose too much mid range and average power for me to end up keeping it. But i do want to see where it shakes out. The MSD exceeded my expectation in terms of the peak and how well it carries.

The car peaked at 98kpa and fell to 95kpa. there are a few things i can still do to try and solve that, but we'll see if it gets any better at speed first.. little power to be had there for sure.

 

What compression and fuel did you run?

Awesome results! Ironmask is leaving receipts he’s doing great work.

 

13:1. Fuel is e85. Its got full flex fuel though, content showed e71 on these runs. Did driveability work on 93 but no high rpm pulls.

 

Gotta say, i am impressed with how closely the predicted values lined up with the actual. I think the 3.5in collector and mid pipe is the reason for the stellar results up top as i know that wasn't part of the model.. thanks for the push there!

 

How that’s cam driving ?
you gotta love the sound of a solid roller cam,my tuner told me when he was tuning my car,this thing rev like a late model dirt tracker.

 

Drives better than I thought it would to be honest. Cruising under 2k rpm is not possible anymore, which is fine with me but just putting it out there for others.

Been quite the journey over the last couple months with the car. I gave it back to the guy who did the exhaust so he could fix everywhere it was hitting. Took him 3 weeks and he fixed everything but one spot.. so I'm done with him going to the place I wanted to originally but couldn't get in to in the time frame I needed. Pay now pay later.. lesson learned. Should've done it all myself!!

The day I brought it home after exhaust attempt number 2, I was obviously giving the car the beans. It blew a hole right out the elbow after the collector on an absolutely violent no lift ****. We explicitly talked about upgaging material OR welding a plate/reinforcement at the elbows to prevent this. I made a plate and covered it up for now. New shop and I will handle it

Following weekend, I had a rocker come loose. Compression and leakdown tests all look great. No bent pushrods. Lobe lift matches the others. Crisis averted and another lesson learned.. I was lashing intake valves wrong. All of my exhausts were spot on but all of my intake rockers had way more lash than I set them at. I was letting the exhaust valve open too far, instead of just cracking it and setting the intake. Newb!! Those are good now.

Saga over, right? Nope. After re-lashing my intake valves the car started running PIG rich. Just awful. After checking everything mechanical under the sun, I noticed in one log I had that the car was swapping over to open loop - accel at idle. It was now going into Power Enrichment at idle since it was pulling less vacuum due to cam being "bigger" with tighter/proper lash. Bumped up the threshold and pulled a little fuel, took out some base airflow, and that solved that. But I wrecked my brain getting there..

2-3weeks out for new shop to get the exhaust right then its time to get this thing to the track. I'm confident it's ready

enjoy the sounds of our people until then

 

Nice video nothing like the sound of a solid roller cam LS.that crisp sound .
I’m on the fence right now about changing my cam again,got the motor out changing the clutch.
My tuner said it wouldn’t be any harder than the one I got to tune.I’m
with you on the 2000 rpm club,neutral you friend driving these cars with a big cam.
can’t wait to see what times you run at the track I know it’s going to be bad a??.

 

Meh. I’ve got a slightly smaller solid roller than you in the Chevelle…254/268 .725 .720…albeit it’s a 434…and it’s very cruisable under 2000 as long as it’s loaded a tad. I have spent hours doing highway tuning in 6th gear to optimize this, and it’s not bad. Perhaps the fact that my Chevelle prolly weighs 600-800 lbs more than your light Vette, and I have to load mine a little more than you to cruise in 6th helps here some? I’ve got over 20 MPG highway cruising in that heavy Chevy.

 

You're correct. It does very well under load in any gear. especially 6th gear and constant highway cruising. But the second you get in to any on/off throttle or coast situations (which is still consider general cruising), it absolutely prefers to be above 2k. Again, i think it drives great all things considered. But that type of behavior pisses some people off!

 

Crazy stuff! How far off was the lash for the intake side? Wonder if it'll pick up some power now that it's all correct.

My last 3 cams have driven pretty well considering they've all been over 40 degrees of overlap. I think the Holley helps in that regard. I've been able to cruise in 6th at around 55mph with very little surge.

 

That's what I told him.. He probably lost a decent bit of intake duration

 

you’re lucky with my cam 33 degrees of overlap .if I’m not doing 70 mph in sixth.050 gear set i have surging.
getting ready to change out my transmission gear set to .080 and.063 fifth and sixth
in order to get better drivability.
lots of good info on this forum and a bunch of bad a?? Corvette