L92 DynoJet Numbers Plus Plan B, C, D, E and F...
02-20-2007, 04:49 PM
#21
Originally Posted by edcmat-l1
One of the issues we're dealing with. Cant get enough timing in this thing before the KR kicks in.
Thats interesting. And with the exception of the L92 responding to a higher DCR, what you stated is almost exactly what I told WKMCD. Back the comp just enough to allow more ignition timing.
Again one of the exact subjects we've dicussed. Get the exhaust #s up. not header tube size specifically, but flow numbers.
Again, interesting. This is what we're after. Less overlap. one of the things "I" specified. I guess I'm a pretty good guesser...I've stated the same opinions/concerns/questions to some of the folks I collaborate with. And have gotten some of the same feedback.
We had the cam ground with no advance, so I have the option of moving it around a few degrees.
Maybe I can get me a cool gig like a custom cam specialist?
Thats interesting. And with the exception of the L92 responding to a higher DCR, what you stated is almost exactly what I told WKMCD. Back the comp just enough to allow more ignition timing.
Again one of the exact subjects we've dicussed. Get the exhaust #s up. not header tube size specifically, but flow numbers.
Again, interesting. This is what we're after. Less overlap. one of the things "I" specified. I guess I'm a pretty good guesser...I've stated the same opinions/concerns/questions to some of the folks I collaborate with. And have gotten some of the same feedback.
We had the cam ground with no advance, so I have the option of moving it around a few degrees.
Maybe I can get me a cool gig like a custom cam specialist?
02-20-2007, 10:16 PM
#22
i would look into a diff cam. mizfit motorsports made mad numbers with a 416, i mean your only talking 14 more cubes and a lot more power. check into it and i think this will rock. its good to see people putting together diff. combos with the l92 stuff. good luck
02-20-2007, 10:46 PM
#23
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Why the dip for both hp and tq at 4000 rpms? The hp curve does taper off pretty fast after peak (if you revved it to 7000 rpms).
Last edited by DrkPhx; 02-20-2007 at 10:51 PM.
02-20-2007, 11:19 PM
#24
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Originally Posted by Patrick G
I think with the large intake port, the airspeed must be pretty slow. This might explain why they're so overlap sensitive. This does not mean you have to run a wide LSA cam or a narrow one, you just have to hit the valve events that fit the critical criteria (IVC and overlap).
-Geoff
02-21-2007, 03:10 AM
#25
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Id say LG has their cam heading in the right direction out of everyone so far.
What would be really great is for a mag or someone to do around 10 cams of varying specs and see which one was best. Then its apples to apples. Im sure it will happen...
What would be really great is for a mag or someone to do around 10 cams of varying specs and see which one was best. Then its apples to apples. Im sure it will happen...
02-21-2007, 05:36 AM
#26
This from Richard at WCCH last night. The heads are being overnighted to Ed.
On a 4.03" test bore I saw a peak flow of 347@.650" lift. The exhaust ports peaked flow at .700" lift and flowed 244.7cfm without a test pipe. The intake runner is still relatively small in volume compared to the stock runner size. The Stage 2 intake runners are 268cc (stock is 257-260)
I'll post up full flow numbers when I get them.
Ed will have the heads today. I'll see if he can post some pics.
BTW: The dyno numbers were done with 3.90 gears. I'm not sure what the reduction is but it's some.
On a 4.03" test bore I saw a peak flow of 347@.650" lift. The exhaust ports peaked flow at .700" lift and flowed 244.7cfm without a test pipe. The intake runner is still relatively small in volume compared to the stock runner size. The Stage 2 intake runners are 268cc (stock is 257-260)
I'll post up full flow numbers when I get them.
Ed will have the heads today. I'll see if he can post some pics.
BTW: The dyno numbers were done with 3.90 gears. I'm not sure what the reduction is but it's some.
Last edited by WKMCD; 02-21-2007 at 06:02 AM.
02-21-2007, 07:11 AM
#29
Originally Posted by ringram
Id say LG has their cam heading in the right direction out of everyone so far.
What would be really great is for a mag or someone to do around 10 cams of varying specs and see which one was best. Then its apples to apples. Im sure it will happen...
What would be really great is for a mag or someone to do around 10 cams of varying specs and see which one was best. Then its apples to apples. Im sure it will happen...
And we have a couple cathedral port ls2 403s we will be trying probably 4 diff ones in.
02-21-2007, 09:04 AM
#30
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Originally Posted by Big-DEN
Tight LSA of 110 and under.
Still alot of work to be done.
Still alot of work to be done.
[IMG]
[/IMG] Last edited by 2c5s; 02-21-2007 at 10:53 AM.
02-21-2007, 09:25 AM
#31
OK totally off track from the rest of this cam stuff....why did the original poster not use the injectors that come with the L76 setup? I thought they were 39 lb.s, pleanty for NA motors under 600 hp. Just curious.
SDB
SDB
02-21-2007, 10:03 AM
#32
Originally Posted by SDB
OK totally off track from the rest of this cam stuff....why did the original poster not use the injectors that come with the L76 setup? I thought they were 39 lb.s, pleanty for NA motors under 600 hp. Just curious.
SDB
SDB
02-21-2007, 11:38 AM
#33
Off topic, but I love the valve covers and fuel rails. 
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
