Raced a 2011 charger rt
05-18-2011, 10:09 AM
#21
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I do agree with David though, I'll take kills/wins over a dyno graph anyday of the week
05-18-2011, 10:20 AM
#22
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the intake and the exhaust setup are big time hurdles with the ls4. i do agree that big dyno numbers arent the end all be all. if the car goes like hell who cares? and if davids math is right and the goose is making 200whp more than he was stock id say thats pretty serious. its a 325 making 400+whp na.
Save up a little more to build the trans. 
05-18-2011, 10:44 AM
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1) stock intake manifold kills power
2) low valve lift. 243 heads peak out at. 550" adding 1.8 rockers help but only put us at. 510 roughly.
3) stock exhaust piping from manifold back. 2.5" single kills power above 4500 rpm.
4) front accesory drive, long belt and heavy pullies are costing us big power. im in the process of fixing this with custom billet balancer and alt pully. stand fast on this.
5) small intake tubing and maf sensor. even the new 4.8l trucks have steped up to 85-90 tbs with 85mm maf/4" tubing.
6) small cam. low lift and single pattern design. heavy dod lifters.
7) exhaust manifolds. after 5000 rpm the crossover becomes a serious restricton. at power levels above 375 flyweel hp id say ditch them for headers.
2) low valve lift. 243 heads peak out at. 550" adding 1.8 rockers help but only put us at. 510 roughly.
3) stock exhaust piping from manifold back. 2.5" single kills power above 4500 rpm.
4) front accesory drive, long belt and heavy pullies are costing us big power. im in the process of fixing this with custom billet balancer and alt pully. stand fast on this.
5) small intake tubing and maf sensor. even the new 4.8l trucks have steped up to 85-90 tbs with 85mm maf/4" tubing.
6) small cam. low lift and single pattern design. heavy dod lifters.
7) exhaust manifolds. after 5000 rpm the crossover becomes a serious restricton. at power levels above 375 flyweel hp id say ditch them for headers.
05-18-2011, 11:02 AM
#26
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1) stock intake manifold kills power
2) low valve lift. 243 heads peak out at. 550" adding 1.8 rockers help but only put us at. 510 roughly.
3) stock exhaust piping from manifold back. 2.5" single kills power above 4500 rpm.
4) front accesory drive, long belt and heavy pullies are costing us big power. im in the process of fixing this with custom billet balancer and alt pully. stand fast on this.
5) small intake tubing and maf sensor. even the new 4.8l trucks have steped up to 85-90 tbs with 85mm maf/4" tubing.
6) small cam. low lift and single pattern design. heavy dod lifters.
7) exhaust manifolds. after 5000 rpm the crossover becomes a serious restricton. at power levels above 375 flyweel hp id say ditch them for headers.
2) low valve lift. 243 heads peak out at. 550" adding 1.8 rockers help but only put us at. 510 roughly.
3) stock exhaust piping from manifold back. 2.5" single kills power above 4500 rpm.
4) front accesory drive, long belt and heavy pullies are costing us big power. im in the process of fixing this with custom billet balancer and alt pully. stand fast on this.
5) small intake tubing and maf sensor. even the new 4.8l trucks have steped up to 85-90 tbs with 85mm maf/4" tubing.
6) small cam. low lift and single pattern design. heavy dod lifters.
7) exhaust manifolds. after 5000 rpm the crossover becomes a serious restricton. at power levels above 375 flyweel hp id say ditch them for headers.
05-18-2011, 01:34 PM
#27
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1) stock intake manifold kills power
2) low valve lift. 243 heads peak out at. 550" adding 1.8 rockers help but only put us at. 510 roughly.
3) stock exhaust piping from manifold back. 2.5" single kills power above 4500 rpm.
4) front accesory drive, long belt and heavy pullies are costing us big power. im in the process of fixing this with custom billet balancer and alt pully. stand fast on this.
5) small intake tubing and maf sensor. even the new 4.8l trucks have steped up to 85-90 tbs with 85mm maf/4" tubing.
6) small cam. low lift and single pattern design. heavy dod lifters.
7) exhaust manifolds. after 5000 rpm the crossover becomes a serious restricton. at power levels above 375 flyweel hp id say ditch them for headers.
1. Ls1/Ls6 swap ( see the sticky for details)
2. 1.8 Rockers/ at least 5/16 pushrods, and some sore of valve springs (ls7, comp cams etc.) and the Patroit stage 2 heads
3. Magnaflow or custom 3 inch exhaust with a Hogan Down pipe (catless if you want best results)
4. ummm ask DavidGXP lol
5. DavidGXP anleady answered this up top
6. This is up for debate what kid of cam is the best, but I think a cam with 218/222@.050" 113L/S .595/.601 lift is deffently real close to the way to go. Also there are some on here who are running DOD cam.
7. Doug Thorley Headers
05-18-2011, 04:27 PM
#28
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That's alot of information! Lol if I had the money I'd do what the one gentleman with Monte Carlo did and get me a big block put in my impala!
