Stroker Motor Guys: Compare the feeling of a 550(ish)rwhp to 400's!!
02-14-2007, 01:44 PM
#41
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Originally Posted by SSilverSSurfer
theres a certain 408 that didnt even break 500hp through a 6speed and 12bolt. he has GG heads(340cfm) and FAST 90, with 1 3/4 headers, never figured out why that car did sit on 500+ at least.
i think he has the same cam that you were talking about 24x/24x etc.
good luck with your build
i think he has the same cam that you were talking about 24x/24x etc.
good luck with your build
02-14-2007, 01:54 PM
#42
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Originally Posted by Brandon Boomhauer
no he didnt. he has a small cam that was near 240 or right at it. lswon right? yah, he had choked exhaust too.
02-14-2007, 01:55 PM
#43
The L92s respond better to larger headers than the cathedral port heads did on 400+ CID engines. 1 7/8" headers can make a 15-20 rwhp gain in some hotter motors compared to 1 3/4" headers. Gotta remember the L92 exhaust port is weak in comparison to the intake. Anything you can do to increase its performance will pay some strong dividends toward increased power generation.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
02-14-2007, 02:04 PM
#44
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Originally Posted by gtovan
My mods:
1) HPE ported heads. Left the runner diameter stock, worked elsewhere in the bowl, ect. Milled to 67cc from 70cc.
Intake
.200/148 cfm .300/226 .400/300 .500/347 .600/ 383 .650/403
Exhaust
.200/132cfm .300/178 .400/220 .500/235 .600/243 .650/250
2) Spec'ed my own cam. XE-R lobed cam 242/248 110+4 .645"/.650", basically a TREX w/ 2 degrees more advance. HPE pushrods and PSI 1511 beehive springs.
3) Cometic .040 head gasket for LS7.
4) American Racing 1 7/8" headers w/ hi flow cats and x pipe.
5) Jeremy Formato ported intake manifold and HPE ported tb
6) Callaway Honker cold air intake
7) Tune by Chuck at HPE
SCR: 11.7:1 DCR 8.9:1
RWHP: 559 (452 stock)
RWTQ: 504 (424 stock) Dynojet
Power comes on really strong at 3000 and pulls to 6800 where it slightly dips to 7100. Exactly what I wanted. Sounds mean as hell. HPE are really good guys to deal with. Steven, Chuck and Josh thanks. I'll see if they can post the graph.
1) HPE ported heads. Left the runner diameter stock, worked elsewhere in the bowl, ect. Milled to 67cc from 70cc.
Intake
.200/148 cfm .300/226 .400/300 .500/347 .600/ 383 .650/403
Exhaust
.200/132cfm .300/178 .400/220 .500/235 .600/243 .650/250
2) Spec'ed my own cam. XE-R lobed cam 242/248 110+4 .645"/.650", basically a TREX w/ 2 degrees more advance. HPE pushrods and PSI 1511 beehive springs.
3) Cometic .040 head gasket for LS7.
4) American Racing 1 7/8" headers w/ hi flow cats and x pipe.
5) Jeremy Formato ported intake manifold and HPE ported tb
6) Callaway Honker cold air intake
7) Tune by Chuck at HPE
SCR: 11.7:1 DCR 8.9:1
RWHP: 559 (452 stock)
RWTQ: 504 (424 stock) Dynojet
Power comes on really strong at 3000 and pulls to 6800 where it slightly dips to 7100. Exactly what I wanted. Sounds mean as hell. HPE are really good guys to deal with. Steven, Chuck and Josh thanks. I'll see if they can post the graph.
02-14-2007, 02:12 PM
#47
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Originally Posted by Forteen3GT
someone tell me why a Ls7 head can make this power...... but the other guy didnt..... where is he getting the other 70 horses? cam is close to a basic 408 cam??? Patrick, am i missing something here?
02-14-2007, 02:15 PM
#48
This was posted in a thread, it may help explain some things,..... it helped me.
Based on what I've read and learned from experienced head porters the flow
bench can sometimes lead you down the wrong path.
The flow numbers are based on single static depression and do not represent
the pulses, and velocity changes that occur during engine operation.
The flow numbers also do not account for heat, fuel, valve movement, nor
changing pressures in the cylinder and exhaust port.
According to some of the porters that I have learned from, the air speed at
specific areas in the port are more important than flow numbers.
Another major point to consider is that the best port deisgn which is designed
for a particular engine displacement, RPM range, bore diameter, intake manifold, etc. will not perform nearly as well on an engine working out of the
intended limits.
bench can sometimes lead you down the wrong path.
The flow numbers are based on single static depression and do not represent
the pulses, and velocity changes that occur during engine operation.
The flow numbers also do not account for heat, fuel, valve movement, nor
changing pressures in the cylinder and exhaust port.
According to some of the porters that I have learned from, the air speed at
specific areas in the port are more important than flow numbers.
Another major point to consider is that the best port deisgn which is designed
for a particular engine displacement, RPM range, bore diameter, intake manifold, etc. will not perform nearly as well on an engine working out of the
intended limits.
02-14-2007, 02:17 PM
#49
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Originally Posted by Brandon Boomhauer
no he didnt. he has a small cam that was near 240 or right at it. lswon right? yah, he had choked exhaust too.
02-14-2007, 02:30 PM
#50
Originally Posted by Forteen3GT
someone tell me why a Ls7 head can make this power...... but the other guy didnt..... where is he getting the other 70 horses? cam is close to a basic 408 cam??? Patrick, am i missing something here?
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
02-14-2007, 02:49 PM
#51
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Originally Posted by Patrick G
This makes my point exactly. Better head flow, larger headers, narrower LSA and duration appropriate for the application. I can easily see why this dyno is 70 rwhp higher.
I am not worried about the head flow, I need 1 7/8 headers, and a tighter LSA cam to get in the 500 range....... that sums it up?
02-14-2007, 03:12 PM
#52
Originally Posted by Forteen3GT
I am not worried about the head flow, I need 1 7/8 headers, and a tighter LSA cam to get in the 500 range....... that sums it up?
02-14-2007, 03:33 PM
#53
Originally Posted by Stang's Bane
I think you are oversimplifying what Patrick is saying. IMO the "duration appropriate to the application" is the more important of the points pertaining to the cam. Patrick correct me if I am wrong, but I think you are telling him to match the cam duration to the flow characteristics of the heads, compression, intended usage, blah,blah,blah. In other words MATCH the cam to the COMBO.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
02-14-2007, 04:08 PM
#54
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Originally Posted by Patrick G
That's right. Get the compression nice and high, quench nice and tight, run a 1 7/8" header, and work the valve events around the rest of your mods and goals. Chances are good that your LSA will be narrower than the 113 and your duration will be 10-12 degrees bigger than what you'd normally expect to see in a similarly equipped 346. Also keep in mind that testing has been showing the L92 heads like a little more timing lead than the cathedral port heads so plan on at least 30 degrees when you're tuning or you'll be leaving power on the table.
compression will be 11.0:1-11.5:1 with a flat piston with big reliefs.
how about 242/248 .613/.615 112 XER with 29-31 degrees of timing?.... for starters? going the right direction?? I know someone that has a 414 and runs less timing due to too much compression... somewhere in the 12.2:1+ area...... I like the fact that less compression lets me run more timing on pump gas... based of what I have read these heads like timing??
also I have 3 inch True Duals with no cats dumped b4 axle.
02-14-2007, 04:27 PM
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Originally Posted by Stang's Bane
IMHO trying to guess cam specs without head flow numbers is useless.
02-14-2007, 05:06 PM
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Originally Posted by Stang's Bane
IMHO trying to guess cam specs without head flow numbers is useless.
02-14-2007, 05:17 PM
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Originally Posted by Brandon Boomhauer
good. mike, you agree, so why are you still guessing?
I want to educate myself. I trust people, but everyone has thier own opinion. If I have this down and get knowledgeable advice from many vs. single advice from one, I can prevent making a bad financial decision on getting the wrong cam. only want to do this once.
Brandon, I had a cam I didnt like... the 226/226... if I would of known how small it was i wouldnt of got it... it sucked up top, but pulled nice down low. I like listening to Patrick's thoughts... he knows cams. When I get the flow sheet I will definately share it with him, Flip him the 25/30 bucks, and get his advice. Unfortunately I can buy the cam from him. I will share his input with the head porter, installer, and engine builder of my combo. I figure with all this input I cant go wrong.
Would you agree?
02-14-2007, 05:24 PM
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Originally Posted by Stang's Bane
I think you are oversimplifying what Patrick is saying. IMO the "duration appropriate to the application" is the more important of the points pertaining to the cam. Patrick correct me if I am wrong, but I think you are telling him to match the cam duration to the flow characteristics of the heads, compression, intended usage, blah,blah,blah. In other words MATCH the cam to the COMBO.
A lobe will make night and day difference on the power curve if its the right lobe for the application. Im not talking in duration and lift. More so in the shape of it.