L92 DynoJet Numbers Plus Plan B, C, D, E and F...
Kinda felt like this for a few hours after staring at all that little crap.
07-30-2008, 04:26 PM
#489
I'll order one WHEN/IF they are available. 
I spoke with Ed this afternoon. Some other small work is holding things up some. He had to order the passenger side sending fuel sending unit today. He should have it tomorrow. We should have some more info then.
I spoke with Ed this afternoon. Some other small work is holding things up some. He had to order the passenger side sending fuel sending unit today. He should have it tomorrow. We should have some more info then.
08-01-2008, 04:54 PM
#491
So here's where we are today.
The gas sending units are in and the problem of not picking up the last 3 gallons from the passenger tank is fixed.
The car is back running closed loop using the PLX WB as a WB/NB. He put a GM 02 in the passenger side. The late model PCM is in and the car has a base turn on it but idles well and is producing similar numbers to the previous setup which is no surprise to us at this point.
The car is pulling a lot of vacuum so we're fighting a restriction. Ed is thinking the TB or maybe MAF. He's going to do some more testing in the morning to try to rule out - or rule in - the 85mm MAF. We both really think it's the ported LS2 TB. I'm trying to get my hands on a 95mm drive by wire TB and if we need to a 100mm MAF. All this is really in anticipation of the vacuum issue getting worse when/if a new manifold comes out. If they don't produce I'll have a sheet metal made this winter with runners in th 8 inch range.
Even as it sits, drivability will be greatly improved and it was damn near perfect before. We'll see what Ed discovers tomorrow.
The gas sending units are in and the problem of not picking up the last 3 gallons from the passenger tank is fixed.
The car is back running closed loop using the PLX WB as a WB/NB. He put a GM 02 in the passenger side. The late model PCM is in and the car has a base turn on it but idles well and is producing similar numbers to the previous setup which is no surprise to us at this point.
The car is pulling a lot of vacuum so we're fighting a restriction. Ed is thinking the TB or maybe MAF. He's going to do some more testing in the morning to try to rule out - or rule in - the 85mm MAF. We both really think it's the ported LS2 TB. I'm trying to get my hands on a 95mm drive by wire TB and if we need to a 100mm MAF. All this is really in anticipation of the vacuum issue getting worse when/if a new manifold comes out. If they don't produce I'll have a sheet metal made this winter with runners in th 8 inch range.
Even as it sits, drivability will be greatly improved and it was damn near perfect before. We'll see what Ed discovers tomorrow.
08-01-2008, 05:00 PM
#492
Greater vacuum at WOT than before (as long as nothing else has changed besides the cam) is encouraging. That usually means the engine is sucking harder. More demand for airflow usually means more power.
__________________
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.
08-01-2008, 05:51 PM
#493
Only the cam change would causse this now. It is the kind of problem you want to have. Ed's going to run it MAFless in the morning to see if that's the culprit. It start pulling vacuum hard at about 5400RPM. I've got a call into Tracy at REV about his 95mm DBW TB, That's the only one I know of. We can open up the L76 enough to accomodate that. It will be right up against the endge of the o-ring but a little RTV will take care of that.
Last edited by WKMCD; 08-01-2008 at 06:02 PM.
08-02-2008, 05:14 AM
#494
Think you are up against the intake manifold flow restriction. The 90mm TB should more than flow the intake. You are pretty much maxed out for the configuration. The few hp to be gained are going to be exponentially expensive and "iffy"
I had a similar 402 and got similar power, I found you just can't stuff much more air in there-
The new upcoming manifolds are looking for "magic" to some degree. The basic longer -shorter runners rules still apply and there is only so much you can fit under the hood of a C5.
I had a similar 402 and got similar power, I found you just can't stuff much more air in there-
The new upcoming manifolds are looking for "magic" to some degree. The basic longer -shorter runners rules still apply and there is only so much you can fit under the hood of a C5.
08-02-2008, 02:17 PM
#496
Kevin,
Can you tell us what was happening with the car before you switched PCMs.
I know the newer PCMs have more tables to adjust, but why ( maybe in the first 25 pages you have that already lol)
What was the car was doing on the bad side that you are trying to fix?
there's never anything wrong with at little a couple more ponies, but that does seem to be what you are looking for.
Im sure one day Ill need a new motor and im trying to learn what to do and what not to do and why
Can you tell us what was happening with the car before you switched PCMs.
I know the newer PCMs have more tables to adjust, but why ( maybe in the first 25 pages you have that already lol)
What was the car was doing on the bad side that you are trying to fix?
there's never anything wrong with at little a couple more ponies, but that does seem to be what you are looking for.
Im sure one day Ill need a new motor and im trying to learn what to do and what not to do and why
08-02-2008, 03:12 PM
#497
Kevin,
Can you tell us what was happening with the car before you switched PCMs.
I know the newer PCMs have more tables to adjust, but why ( maybe in the first 25 pages you have that already lol)
What was the car was doing on the bad side that you are trying to fix?
there's never anything wrong with at little a couple more ponies, but that does seem to be what you are looking for.
Im sure one day Ill need a new motor and im trying to learn what to do and what not to do and why
Can you tell us what was happening with the car before you switched PCMs.
I know the newer PCMs have more tables to adjust, but why ( maybe in the first 25 pages you have that already lol)
What was the car was doing on the bad side that you are trying to fix?
there's never anything wrong with at little a couple more ponies, but that does seem to be what you are looking for.
Im sure one day Ill need a new motor and im trying to learn what to do and what not to do and why
08-04-2008, 10:09 AM
#498
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Sounds like those budget truck heads are doing pretty well.
