L92 DynoJet Numbers Plus Plan B, C, D, E and F...
03-16-2008, 02:35 AM
#421
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Hey guys,
help me spec a cam for my L98. This is the Aus version of a LS2 with L92 heads and L76 intake.(We were lucky to get em this way)
The car has potential for high 11s bolt on with M6. Want a cam to give me a nice bump in hp across the revs.
I am a bit concerned about intake profiles. Apparently these are hard to cam in 6.0L form.
BTW lots of good info here
help me spec a cam for my L98. This is the Aus version of a LS2 with L92 heads and L76 intake.(We were lucky to get em this way)
The car has potential for high 11s bolt on with M6. Want a cam to give me a nice bump in hp across the revs.
I am a bit concerned about intake profiles. Apparently these are hard to cam in 6.0L form.
BTW lots of good info here
03-16-2008, 01:53 PM
#423
Just setting the record straight.
Last edited by WKMCD; 03-21-2008 at 11:40 AM.
03-17-2008, 02:24 AM
#425
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Kevin speced me a 226-236 on 114. This only has a 3 deg overlap. While the exhaust is opened longer it will help flow but it may also introduce reversion.
A tighter split maybe safer. Most of the guys getting numbers with 6.0L are only running 4 to 8 degree split.
Not sure about the fast ramp XE-R's. Are slower ramp XE the better choice or slower ramp cammotion.
Cheers
Joel
A tighter split maybe safer. Most of the guys getting numbers with 6.0L are only running 4 to 8 degree split.
Not sure about the fast ramp XE-R's. Are slower ramp XE the better choice or slower ramp cammotion.
Cheers
Joel
03-17-2008, 05:38 AM
#427
Kevin speced me a 226-236 on 114. This only has a 3 deg overlap. While the exhaust is opened longer it will help flow but it may also introduce reversion.
A tighter split maybe safer. Most of the guys getting numbers with 6.0L are only running 4 to 8 degree split.
Not sure about the fast ramp XE-R's. Are slower ramp XE the better choice or slower ramp cammotion.
Cheers
Joel
A tighter split maybe safer. Most of the guys getting numbers with 6.0L are only running 4 to 8 degree split.
Not sure about the fast ramp XE-R's. Are slower ramp XE the better choice or slower ramp cammotion.
Cheers
Joel
Joel, I don't think reversion is going to be a problem at 236 on the exhaust. Pushing the exhaust out a little will help it roll over nicely on top.
03-17-2008, 06:36 AM
#428
We've got a PCM swap -updated to the 2001 - scheduled for next month when Ed get's back from his trip to Germany to install a stoker he built. Ed's going to repin the entire PCM. We're also going to install the composite posts in the RAM Dual clutch to stop the rattle.
Still waiting on a Weind or FAST manifold....
Ed's going to repin the entire PCM. We're also going to install the composite posts in the RAM Dual clutch to stop the rattle.Still waiting on a Weind or FAST manifold....
03-19-2008, 02:23 AM
#430
We've got a PCM swap -updated to the 2001 - scheduled for next month when Ed get's back from his trip to Germany to install a stoker he built. Ed's going to repin the entire PCM. We're also going to install the composite posts in the RAM Dual clutch to stop the rattle.
Still waiting on a Weind or FAST manifold....
Ed's going to repin the entire PCM. We're also going to install the composite posts in the RAM Dual clutch to stop the rattle.Still waiting on a Weind or FAST manifold....
04-16-2008, 06:11 PM
#431
Its funny, months after writing what you quoted me on, I learned at least on leading cyl head shop was doing just that, reducing intake valve size, and picking up power. I dont think they are increasing the exhaust valve size though.
Theres also been some improvements in the exhaust port CNC work by WCCH, and Richard has informed me that they're seeing great results from just that.
In the beginning of Feb, we will be trying a variety of camshafts in an L92 headed 6.0. I hope to have some good info for everyone around that same time. Possibly verifying or dispelling some myths.
The saga continues.......................
BTW, no results on WKMCDs this weekend. Its miserable here in the mid Atlantic region.
Theres also been some improvements in the exhaust port CNC work by WCCH, and Richard has informed me that they're seeing great results from just that.
In the beginning of Feb, we will be trying a variety of camshafts in an L92 headed 6.0. I hope to have some good info for everyone around that same time. Possibly verifying or dispelling some myths.
The saga continues.......................
BTW, no results on WKMCDs this weekend. Its miserable here in the mid Atlantic region.
04-25-2008, 08:26 AM
#435
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Yeah it will pull hard down low. I went in SS Enforcers car which has 450 rwhp on a dyno dynamics Aus dyno. It has a 224 228 114+2. It revved very well and matches the L76 intake. I have gone a little bigger I may even mill the heads 30 thou.
04-25-2008, 08:56 AM
#437
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Stock cam, 10.5:1 comp. The stock cams have 120 LSA so dynamic comp will be quite high. I have 26 degrees in it with no sign of knock. I found best power at 13.0:1 with this timing however going from 25 to 26 degrees picked up 7 hp. 27 maybe more but I stopped there for safety. Remember my DCR would be higher than yours with stock cam plus our fuel isnt as good as yours. Once the cam is in I will run 31 degrees total.
04-25-2008, 09:00 AM
#438
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someone calculate me DCR for a LS2 with L92 heads, 226 232 114+0 cam with 10.5:1 comp. I dont have a calculator for this. If it is down on what works I can bump comp to 11.3:1 like Kev's motor
04-25-2008, 09:05 AM
#439
Stock cam, 10.5:1 comp. The stock cams have 120 LSA so dynamic comp will be quite high. I have 26 degrees in it with no sign of knock. I found best power at 13.0:1 with this timing however going from 25 to 26 degrees picked up 7 hp. 27 maybe more but I stopped there for safety. Remember my DCR would be higher than yours with stock cam plus our fuel isnt as good as yours. Once the cam is in I will run 31 degrees total.
If you're on 91 octane, you may not be able to go much over 30-31.
04-25-2008, 09:17 AM
#440
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At this stage the combo im looking at for my promo car is a 408ci L92 cnc heads or some et's$$, solid cam but not sure on the intake. Im very close to putting on a single carb setup just to see what it does on the engine dyno but will end up running efi i would say.I will keep you guys posted as we go with the build. Goal is to run into the 8's with a couple of hundred hp of gas. It will be in a VT commodore with a little bit of weight taken out and driven on the street.