95 Camaro Z28

iTrader: (2)

I have been told for my mod's that the numbers are a little low...


Motor-383ci stroker:
Internally balanced, blueprinted, decked/Bored .030 over lt-1 block
ARP bolts/studs used where applicable
Eagle 4340 internally balanced crank
Eagle "h" beam connecting rods
Comp Cams high energy hydraulic lifters
Comp Cams 1.6 roller rocker
Comp Cams chromemoly pushrods
Cloyes double roller timing chain
Wiseco dish pistons/ring kit with floating wrist pins
Comp Cam custom 230/244 cam .535 in/.545 ex w/1.6 rocker; .580 lift w/114
lobe seperation
setup for roughly 10/10.5-1 compression
originally had set up to allow for a supercharger, turbo or nitrous
NGK TR-55 plugs
MSD 8.5 wires
New vented '95 opti spark
Mellings high volume oil pump

Intake:
ported and polished lt-1 intake(to match heads and throttle body)
BBK 58mm throttle body
Throttle body coolant bypass
ported and polished lt-1 heads with Ferrea valves, guides, retainers
AFR Hydra rev kit
AERO adjustable fuel pressure regulator
EGR delete
Ford 30lb injectors

Controlled by Gen 6 DFI/piggy backed with stock computer(have laptop and software)

Suspension:
Spohn chromemoly adj. panhard bar
Spohn chromemoly adj. LCAs/welded relocation brackets
Spohn chromemoly adj. torque arm w/relocated brace(removes stress from
trans mount)
QA1 7way adj. rear shocks/Billstein front shocks
SLP tubular bolt/weld on subframe connectors
BMR tubular K-member
Polyurethane bushings throughout
Eibach Pro kit springs

Trans:
Changed over to M6(tranny has less than 30,000miles)
Spec stage 3 clutch(less than 500miles)
Steel flywheel
Hurst shifter

Other accessories:
SLP tubular CAI, Granatelli MAF, slotted rotors/hawk pads, optima yellow top battery, stock rear w/3.23 gears, Hooker ceramic coated long tube headers, 2-into-1 4inch mufflex y-pipe, 4 inch mufflex exhaust, air bags deleted, in-tank walbro 255 pump, 4 inch fiberglass hood, ss spoiler, 5-spoke replica aluminum wheels, MSD 6 BTM ignition,T-tops

The entire set up with dyno tune from Speed Inc. produced 395rwhp/386rwtq.

seawolf06

iTrader: (8)

I see the 30# injectors and 10.5:1 compression. Those might be holding you back some. What did your heads flow? Who designed that cam for you?

DroppedM6Z

iTrader: (5)

Not bad, but the reason i didnt stroke mine. Some dont even make it over 400hp or 400tq. Many 355's produce that number.

95 Camaro Z28

iTrader: (2)

those were done with the previous owner. so i do not know the answer to either of them lol.

how much higher should i go than 30lb injectors to free up some more power? might actually make it drive better too dont ya think?

my 1st thoughts were needs good heads, like an le package or something similar. but injectors might be a good idea too..

seawolf06

iTrader: (8)

Peak numbers aren't everything. I bet he has a LOT of area under the curve and it peaks sooner than a 355 would.

95 Camaro Z28

iTrader: (2)

i hear ya, i just think my car atleast, with good heads should be in the 400's easy. i made the mistake of buying a car where i didnt know the details of a few mods, like how the heads flowed lol.

95 Camaro Z28

iTrader: (2)

i have a copy of the dyno sheet ill try and post up sometime soon. it was tuned by speed inc. and i guess, with the gen 6 he is running i know where is a cord under the passenger seat and he gave me a laptop that i can use to tune it, however i dont know jack **** about tuning a car.

seawolf06

iTrader: (8)

Did they check your injector duty cycle when they dyno'd it? What about your a/f ratio? If you're just taking his word that the heads were ported, it's hard to tell what you should be making without knowing those flow numbers.

seawolf06

iTrader: (8)

Time to start reading!

95 Camaro Z28

iTrader: (2)

lookin at the dyno sheet right now.

Hp peaked at like 4800 rpm. with a little dip in the curve between 4k and 5k, but only a little dip

tq curve is pretty smooth and peaks just before 5500.

af ratio peaks at 14.5 at about 2800 rpm. and continues semi smooth at around 12.9-13.2

seawolf06

iTrader: (8)

The dip is normal, something to do with overlap. I think you have the tq and hp curves mixed up. tq always peaks before hp. Dunno bout that AF, but around 13 seems normal.

95 Camaro Z28

iTrader: (2)

haha yeah i dunno hard to tell exactly when it peaks im guess, plus i have never read a dyno sheet before. ill try n get a picture of it and post it up sometime. i think ill just stay on the look out for heads or something.

also this is a question in a question i know, but what do u guys think of breathers as the oil cap bascially...i have one but am weary about it. mainly because i get a weird noise after i have got on it a bit and let off or when i shift when im on it, like a "whoosh" sorta like a release of pressure or something and i think that might be the culpret, but people tell me it shouldnt make that sound. any ideas here? an no its not a hidden turbo lol.

seawolf06

iTrader: (8)

I was wondering about that as well.

DroppedM6Z

iTrader: (5)

I was stating what i though.

seawolf06

iTrader: (8)

I was just saying, you're comparing apples to oranges.

koolaid_kid

iTrader: (21)

You are over 80% duty cycle on your injectors. You really need to upgrade them, to at least 36s, but I personally would just put in 42s and be done with it. Look here to calculate your approximate horsepower for each injector size:
http://www.rceng.com/technical.htm
You will see that the 30s are only good for the bottom side of 400 hp, which is where you are. The motor should be good for at least the mid-400s, easy (not my forte', as I am a FI person).
The car itself sounds very solid. Enjoy and keep us posted.

koolaid_kid

iTrader: (21)

I put a breather on mine and not had any trouble with it.
An A/F of 14.5 under WOT is too lean. It should be closer to 12.5-13.0. Again, a more properly sized injector may solve that as well as the horsepower.
14.5 is for closed loop performance, not open loop.

95 Camaro Z28

iTrader: (2)

gay question, i know but it is my DD, under normal driving will i really hurt mpg with 42's? or 36's? i know i know, a car like i have i shouldnt be worried about gas mileage, but in 2days world every mile counts. so just wonderin what kinda loss id be seeing.

also anyone recommend some nice cost effective injectors? and after i replace injectors it needs to be tuned again doesnt it?

is that something i can do with relative easy with the gen 6 or should i leave it to a pro to do on a dyno...

96capricemgr

iTrader: (1)

Why the Gen 6 DFI??? seems like that is just unnecessary complication.

Would like too see the dyno sheet to be sure but I don't think I would be happy for a M6 383.

The 14.5 AFR sounds like it was just the moment they told the dyno to begin recording, he said it drops to around 13.0 might be a touch lean which will show good dyno numbers but may benifit from a touch more fuel at the track.
On the injectors if they are 30lbs but are being run at a higher pressure than that rating they could easily be supplying adequate fuel with reasonable duty cycle.

I cringe when I see cams ground on a 114 in an NA car because it usually means someone speced too big a cam and wanted to tame it rather than picking the all round right cam.

I would like to see what it would do with decent compression and a better cam, bet it would really wake up, given the power it is making with those handicaps the heads are probably pretty good. Far as the note about low compression for possible future boost or juice, sorry to say juice loves compression, I do not know why people want to build low compression juice motors it is a common misconception though.

95 Camaro Z28

iTrader: (2)

any simple fix to the compression problem?

and what exactly can i do with the gen 6, anything that would help me correct the lean problem.....