Texas Speed & Performance Receives 6.2L LT1 Engine for Testing!
09-16-2013, 10:09 PM
#21
I'm not familiar with all the details of the crate engines. Does it have some special calibration? How are you going to run it on the dyno without it going into fault mode? If you're running the factory PCM you'll have to unlock all the manual controls buried in there for injector pulsewidth, start of injection, cam phasing, etc to easily control it.
What kind of dyno do you have? Do you have cylinder pressure sensors and combustion analysis available? Can you motor it for friction testing on your components? Are you setting the backpressure in the system to simulate the vehicle?
Depends whether you're willing to hit the piston and wall with fuel or not.
What kind of dyno do you have? Do you have cylinder pressure sensors and combustion analysis available? Can you motor it for friction testing on your components? Are you setting the backpressure in the system to simulate the vehicle?
Depends whether you're willing to hit the piston and wall with fuel or not.
What makes you think its going to be that difficult???
09-17-2013, 07:52 AM
#24
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i know with the DI ecotecs tuning wise they were treating it like a diesel engine, and they were getting good gains out of it. its been a while since i was in those forums. i dont know how the DI ecotecs relate to the new LT1 but i would imagine tuning would be similar maybe.
i cant wait for results
i cant wait for results
09-17-2013, 09:01 PM
#25
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Firsthand experience with modern engines. It's not like putting a carb'd SBC on a engine dyno. But maybe Texas Speed has been down this road before and they've got a plan. Or maybe their testing is rather narrow in scope.
They've unlocked the maps, but probably not all the engine dyno controls which are not in use on production calibration. Or maybe they have; I can't say I've seen the stuff for the Gen V. When you run an engine on an engine dyno, you can basically bypass all the stock maps and manually run steady-state testing where you set the spark, cam phasing, injection timing and pulsewidth, etc. Otherwise you can end up fighting the factory control systems and not get consistent results.
Plus there's all sorts of ways to set up an engine dyno with external cooling modules, exhaust backpressure, fuel flow meters, etc.
They've unlocked the maps, but probably not all the engine dyno controls which are not in use on production calibration. Or maybe they have; I can't say I've seen the stuff for the Gen V. When you run an engine on an engine dyno, you can basically bypass all the stock maps and manually run steady-state testing where you set the spark, cam phasing, injection timing and pulsewidth, etc. Otherwise you can end up fighting the factory control systems and not get consistent results.
Plus there's all sorts of ways to set up an engine dyno with external cooling modules, exhaust backpressure, fuel flow meters, etc.
Last edited by arghx7; 09-17-2013 at 09:12 PM.
09-17-2013, 11:57 PM
#26
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Firsthand experience with modern engines. It's not like putting a carb'd SBC on a engine dyno. But maybe Texas Speed has been down this road before and they've got a plan. Or maybe their testing is rather narrow in scope.
They've unlocked the maps, but probably not all the engine dyno controls which are not in use on production calibration. Or maybe they have; I can't say I've seen the stuff for the Gen V. When you run an engine on an engine dyno, you can basically bypass all the stock maps and manually run steady-state testing where you set the spark, cam phasing, injection timing and pulsewidth, etc. Otherwise you can end up fighting the factory control systems and not get consistent results.
Plus there's all sorts of ways to set up an engine dyno with external cooling modules, exhaust backpressure, fuel flow meters, etc.
They've unlocked the maps, but probably not all the engine dyno controls which are not in use on production calibration. Or maybe they have; I can't say I've seen the stuff for the Gen V. When you run an engine on an engine dyno, you can basically bypass all the stock maps and manually run steady-state testing where you set the spark, cam phasing, injection timing and pulsewidth, etc. Otherwise you can end up fighting the factory control systems and not get consistent results.
Plus there's all sorts of ways to set up an engine dyno with external cooling modules, exhaust backpressure, fuel flow meters, etc.
09-18-2013, 04:19 PM
#30
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As long as the LT1 isn't as much of a tuning disaster as the LLT, we're going to see a lot of great builds.
Texas Speed has a good reputation from what I hear on the new Camaros, so this is going to be great for the Corvettes and next generation.
Texas Speed has a good reputation from what I hear on the new Camaros, so this is going to be great for the Corvettes and next generation.
09-18-2013, 05:08 PM
#31
09-19-2013, 08:59 AM
#32
In the pictures linked on the first post is on of the back of the motor. The top bolt is not at 12.
http://m851.photobucket.com/albumvie....jpg.html?o=12
http://m851.photobucket.com/albumvie....jpg.html?o=12
09-23-2013, 11:47 PM
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I guess, they sure introduced a lot of extra crap for that hp gain though. Seems the Gen3s and even 4s were really simple to mod. This one is going to be more difficult.
09-25-2013, 10:53 AM
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Sorry my thread was confusing i was stating that the whp numbers are pretty good considering an ls3 is claimed around 430/430 and loses about 60 through the drivetrain if these dyno at 416/416 to the wheels they would only be losing about 44 hp through the drivetrain. This would indicate to me that GM's claimed numbers are underrated and that the magazines that are test driving the z51 c7's say that power delivery feels like a c6 z06 likely because they are making slightly higher than the claimed 460/460.
The LS3 numbers 15% drivetrain loss is much more realistic than 9.5%. If you take into account a 15% drivetrain loss on the 416 number it comes out more around 480. It will be interesting to see what power these make on aftermarket engine dynos.
The LS3 numbers 15% drivetrain loss is much more realistic than 9.5%. If you take into account a 15% drivetrain loss on the 416 number it comes out more around 480. It will be interesting to see what power these make on aftermarket engine dynos.
Last edited by TurbopigB4C; 09-25-2013 at 11:06 AM.