L92/L76 427 results and questions (*edit, big gains later)
05-28-2008, 01:55 AM
#21
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I was kind of looking forward to seeing how bad my entire combo in the S10 was holding it back, but with the surging and bucking, I can't resist but to try to do this thing right in the car with the next tune. Looks like I'm going 232/238/.615/607/113. I am also going to send back the Magnaflow and trade it for the TSP duals with Magnaflows. I didn't see that you could select your muffler which was dumb on my part.
Next post will be it's dyno curve in 2 to 4 weeks, and if successful I will give full credit to he who speceth it
Thank you again gentlemen!
Next post will be it's dyno curve in 2 to 4 weeks, and if successful I will give full credit to he who speceth it
Thank you again gentlemen! 
05-28-2008, 08:27 AM
#22
This should almost be required reading for L92 head builds.
https://ls1tech.com/forums/generation-iv-internal-engine/662314-l92-dynojet-numbers-plus-plan-b-c-d-e-f.html
https://ls1tech.com/forums/generation-iv-internal-engine/662314-l92-dynojet-numbers-plus-plan-b-c-d-e-f.html
05-28-2008, 10:49 AM
#24
That being said, what should a good all-around L92 head cam spec at? I am building a N/A 408, with 10.8 comp. ratio, GM 4bbl intake, and looking to spec a cam. My goal is at least 550hp at the flywheel. Drivability is not that important to me, as i have several other cars to make-up for it. Are my goal a dream with a N/A, L92 headed engine with about 11:1 compression?
05-28-2008, 01:26 PM
#25
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That being said, what should a good all-around L92 head cam spec at? I am building a N/A 408, with 10.8 comp. ratio, GM 4bbl intake, and looking to spec a cam. My goal is at least 550hp at the flywheel. Drivability is not that important to me, as i have several other cars to make-up for it. Are my goal a dream with a N/A, L92 headed engine with about 11:1 compression?
07-08-2008, 11:35 PM
#26
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Just a follow up to this guys....
The Trans Am is up and running with a base tune that is 95% done, it just needs to hit the rollers to dial the timing in. The new cam along with the better intake and exhaust setup make it not even seem possible to be the same engine that was in my S10. It used to pull a 91kpa vacuum at the higher rpm's, and now it doesn't get below 99, which makes me wonder how restrictive the L76 intake really is.
Patrick G probably spec'd the cam to work with the intake and head combo and not just the heads, but it will be very interesting to see what the aftermarket FAST or Weiand intakes really do for these setups that are otherwise free flowing.
I have never driven or ridden in anything with this much power before, and it is insane to blow the tires away at 80mph. Some of that is attributed to the lighter drivetrain / 6 speed and the intake/exhaust, but much HAS to be the cam. The fun factor and the average power are through the roof compared to before, plus the sputtering and backfiring is gone and the drivability isn't much compromised.
Next I will post dyno graphs and video to compare and we can speculate what did what.
Erik
The Trans Am is up and running with a base tune that is 95% done, it just needs to hit the rollers to dial the timing in. The new cam along with the better intake and exhaust setup make it not even seem possible to be the same engine that was in my S10. It used to pull a 91kpa vacuum at the higher rpm's, and now it doesn't get below 99, which makes me wonder how restrictive the L76 intake really is.
Patrick G probably spec'd the cam to work with the intake and head combo and not just the heads, but it will be very interesting to see what the aftermarket FAST or Weiand intakes really do for these setups that are otherwise free flowing.
I have never driven or ridden in anything with this much power before, and it is insane to blow the tires away at 80mph. Some of that is attributed to the lighter drivetrain / 6 speed and the intake/exhaust, but much HAS to be the cam. The fun factor and the average power are through the roof compared to before, plus the sputtering and backfiring is gone and the drivability isn't much compromised.
Next I will post dyno graphs and video to compare and we can speculate what did what.
Erik
07-08-2008, 11:58 PM
#27
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L92 L76 427 questions and results Volant intake with full seal against hood
Texas Speed 100mm MAF (extra assurance that 85mm maf wouldn't restrict)
Texas Speed 1 7/8 headers (bad to the bone, they nailed those)
3" true duals run under axle with 4 Magnaflow mufflers, 2 ovals, 2 resonators(amazingly quiet for what it is. That is what I wanted. Quietest exhaust possible without robbing power)
Texas Speed 100mm MAF (extra assurance that 85mm maf wouldn't restrict)
Texas Speed 1 7/8 headers (bad to the bone, they nailed those)
3" true duals run under axle with 4 Magnaflow mufflers, 2 ovals, 2 resonators(amazingly quiet for what it is. That is what I wanted. Quietest exhaust possible without robbing power)
Last edited by esams; 12-16-2009 at 10:33 AM.
07-09-2008, 09:44 AM
#28
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Volant intake with full seal against hood
Texas Speed 100mm MAF (extra assurance that 85mm maf wouldn't restrict)
Texas Speed 1 7/8 headers (bad to the bone, they nailed those)
3" true duals run under axle with 4 Magnaflow mufflers, 2 ovals, 2 resonators(amazingly quiet for what it is. That is what I wanted. Quietest exhaust possible without robbing power)
Texas Speed 100mm MAF (extra assurance that 85mm maf wouldn't restrict)
Texas Speed 1 7/8 headers (bad to the bone, they nailed those)
3" true duals run under axle with 4 Magnaflow mufflers, 2 ovals, 2 resonators(amazingly quiet for what it is. That is what I wanted. Quietest exhaust possible without robbing power)
07-10-2008, 01:50 PM
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Thanks for the pics. I have seen quite a few people with the TDs run under the axle and I have always wonder if they had any issue with hard launches with their exhausts. I know that sounds crazy.
07-11-2008, 10:51 AM
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232/238/615/607/113+2 . Hitting the dyno tomorrow morning. I forgot to mention I milled the heads .020 because he said the 7.400 pushrods were otherwise too short. So maybe the little bit more squeeze is helping too.
07-12-2008, 06:17 PM
#33
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The final dyno pull today on a Dynojet 248 was 526 rwhp and 508 rwtq. The first pull was 516rwhp and 495 rwtq . Last night I made 4 passes at the track on street Nitto 555's and ran a best of 12.79 @ 121 with a wheel hopping 2.30 60 foot. So it should have 125 in it now with traction.
Needless to say I am now happy. I almost feel bad for the '08 supercharged Roush Mustang guy who watched while shaking his head, after putting down 410 just before me. Not bad for a 100+ degree day in Arizona. I'll get the graph up as soon as the shop emails it to me.
Here is the dyno vid...
http://www.youtube.com/watch?v=B4cYYIlN1TQ
Needless to say I am now happy. I almost feel bad for the '08 supercharged Roush Mustang guy who watched while shaking his head, after putting down 410 just before me. Not bad for a 100+ degree day in Arizona. I'll get the graph up as soon as the shop emails it to me.
Here is the dyno vid...
http://www.youtube.com/watch?v=B4cYYIlN1TQ
Last edited by esams; 07-12-2008 at 06:31 PM.
07-13-2008, 09:57 AM
#36
526/508 rwhp/rwtq is very good for such a mild combo. I'm glad you're pleased with the combo. Out of curiousity, what kind of timing did your engine want?
__________________
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.
07-13-2008, 10:50 AM
#37
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It wanted 26 degrees throughout, down to 25 up top. That is on 91 octane.
NicD is the tuner (dude is amazing, everyone here in AZ and all the shops use him for any and all LS stuff). Even he was impressed, said it is in the top 5 or 10 L92 headed setups he has worked with.
NicD is the tuner (dude is amazing, everyone here in AZ and all the shops use him for any and all LS stuff). Even he was impressed, said it is in the top 5 or 10 L92 headed setups he has worked with.
07-13-2008, 06:33 PM
#38
Thanks for that. Great job on the numbers and as always going with Pat G never fails. 230's on the cam is what these packages seem to like. I have not run mine at the track yet but I would think she would run faster than the 12's? Realisticly where do you feel you can get it down to and also what gears are u running? Thanks again.
