SVT THIS

iTrader: (27)

I'm dropping in a 402 w/ L92 heads milled to 63cc and an L76 intake. The pistons are -14cc and the gasket is .060. The cam will be in the 25x/25x range with .6xx/.6xx lift and a wider LSA, 112-113 at least. The cam specs have not been finalized but comp is working on them. This will put my overall CR at 10.5:1. This car is daily driven and I am not needing every ounce of HP out of it. Is 460-470ish hp attainable with this setup? I know if I went with a .040 cometic I could bump it up to around 11:1. The heads are milled as much as they can be. Should I go ahead and buy a .040 gasket and sell the .060? Is there a thinner gasket than the .040 I could use to knock it up to the 11.5:1 area...or will I be happy with the current 10.5:1? Thanks
Mitchell

Beast96Z

iTrader: (21)

Cometic makes gaskets in just about any thickness. .060" is to thick for a N/A car. Your quench will be out of whack. The .040" would be perfect assuming your pistons are .010" out. This would leave you with .030" quench, which is ok in a aluminum motor. Going any thinner could cause problems. You also have to look at the DCR. That big of a cam is going to drop it down pretty low, so I hope you plan on spinning a few rpm's and aren't focused on low end grunt. If your focused on daily driving, why are you putting such a large cam in it? Dosen't make much sense when your plans are daily driving and you don't want every last HP out of it. I'd suggest th eold tried and true 244/248 comp XE-R on a 112+2.

WKMCD

iTrader: (2)

Dude, Charlie Williams and I both made over 500RWHP with a 23x cam with this setup. Check both writeups here.

https://ls1tech.com/forums/generation-iv-internal-engine/662314-l92-dynojet-numbers-plus-plan-b-c-d-e-f.html

SVT THIS

iTrader: (27)

Beast96Z-Bryan at SDPC was the one who spec'd out my .060 gasket with the -14cc dished pistons. This was before I ordered the L92 heads from them milled to 63ccs, but he told me that it would still work fine. I'm going with a larger cam because I usually will run it from a roll or enjoy it on on ramps or the highway. Low end isn't really all that important to me, besides, how the heck would I get traction =)
The old tried and true 244/248 on a 112LSA may be tried on true on other stroker motor combos, but the L92 heads are different and need a wider split I believe.

WKMCD-You all did make some good numbers. However, you all also were able to get 12:1 compression. With the -14cc pistons I am only able to get 10.5:1 to 11:1. I originally had intended on going with a different set of heads milled down to 59cc to get a 11:1 to 11.5:1 CR with the right gasket. However, the L92 heads/L76 intake was much more cost effective.

Will having my compression ratio stay at 10.5:1 really kill the build? I think I should still be able to make some nice numbers and enjoy it quite a bit. Anybody have anything to say about this?

EDIT: I just re-read the whole thread you posted WKMCD. I was wrong about the 12:1 CR. CHeck your PM box! Awesome build by the way.

Quik

iTrader: (7)

as for the large spilt in duration that charlie only has 2* of split

i have the 408 and L92/L76 package with -13cc pistons and a .040 gasket and i run the Tried and True 244/248 112+2 cam

idle clip is in the multimedia section..as for numbers thta will be awhile
my CR is around 11.1

WKMCD

iTrader: (2)

[QUOTE=SVT THIS]
WKMCD-You all did make some good numbers. However, you all also were able to get 12:1 compression. With the -14cc pistons I am only able to get 10.5:1 to 11:1. I originally had intended on going with a different set of heads milled down to 59cc to get a 11:1 to 11.5:1 CR with the right gasket. However, the L92 heads/L76 intake was much more cost effective.

My car is now 11:25 which allowed us to run more timing. Run the .040 Cometic from SDPC. It will take your squish area down to .035 which is good (assuming .005 out). That should put you around 10.55 SCR according to my numbers. Make sure you choose a cam that keeps the DCR up as much as you can. The wider split it turns out, may not be the way to go. Mine has 6 degrees and Charlie has 2. 244-248 may not be the ticket with these heads.

Quik

iTrader: (7)

[QUOTE=WKMCD]your right it might not be the ticket...but it might also be the ticket. as the fact there isnt one proven cam yet to make proven results. even cam tested is so much different then others

your first one had how much spit? your second has 6* charlie has 2* and made more power

your first cam had more and you went less gained power
charlie has 4* less then you and made even more power

so untill tested we wont know. if i get come more funds ill be more then glad to dyno my truck. but it might take awhile

another thing is some of you are runing the ls2 90 which is somewhat restrictive compared to that of a cable one from what i seen
(comparing mine to that of a LS2 GTO]

also how are the air intakes made? also what size exhaust are ppl running?what size are the primaries for the headers makes a difference

we have not yet seen the Ticket yet...just what some things work partially

SVT THIS

iTrader: (27)

Keep 'em coming! Check your PM box WKMCD!

mike c.

iTrader: (1)

i was told today from a sponsor that the l92 heads should be a wider split due to exhaust restrictions. sample:248 258 dur and as much lift as you can get w/pis to val clear. lob should be in the 111 112 range so the motor don't have to spin as high to make peek power. anyone disagree?? i think i'm going to try something like this for my 402ci/l92 combo.

edcmat-l1

iTrader: (10)

[QUOTE=Quik]Couple things. First, charlie has another 15 CI or so. So number wise, right in line with Kevins (WKMCD)
Second, the split doesnt seem to be as important as the IVO and IVC. Which is technically the most important valve events regardless what engine. The L92s just seem to be more sensitive in that area.
Third, Kevins gains came from a combination of changes that allowed more aggressive tuning AND increased airflow.
Forth, the size of the throttle body has little to do with OVERALL power, or power under the curve, and only becomes a factor when it cant flow enough air, and then can limit MAX power.
Finally, I would like to see someone stick a 240-250 duration cam in one of these L92 motors. I just want to see one on a 116 or so.

edcmat-l1

iTrader: (10)

Thats always the first place to start. Run as much lift as possible, within the means of the engine. Taking into consideration valve train, and any interference including PTV.

Beast96Z

iTrader: (21)

Don't place so much emphasis on the .050" split. Like edcmat said, the valve events are more important than .050" numbers. These wide pattern cams have already shown "not so stellar" results. I have to stand behing my original post and say stick with the .040" gaskets and a 240'ish cam.

JakeFusion

iTrader: (7)

TSP is making 630HP on an engine dyno with an XE-R/LSK 242/251 111+2 and ported L92s with only 11:1 CR. Stock heads it did over 600HP on an engine dyno with the same cam and compression.

That's good for probably 30rwhp better than current 230s duration cammed L92 setups. I think the key there is the LSK on the exhaust side.

I'd like to see that combination with at least an 11.5:1 CR and a ported L76 intake, but something more along the lines of 11.9:1 CR would be killer with that cam. I could see 575rwhp out of a setup like that depending on the rearend/wheel combo.

JakeFusion

iTrader: (7)

Anyway, 10.5:1 is not ideal, but it'll work. You should shoot for mid 11s even if you only have access to 91 octane.

Also, ditch the .060" Cometics unless the piston is out of the hole .030" which means somebody gave you the wrong piston for your rod (e.g. piston for stock 6.098" rod on a 6.125" will do that depending on the compression distance of the piston).