Edit/ Note: I had not calculated chamber size and compression until a few days ago, that's how lax I was about putting this thing together. When my friend and I pulled the head gaskets I bought out of the bag, I had a set of graphite and a set of MLS, and we chose MLS because they "looked better" and the thought of scraping graphites again made us sick. So, gasket choice was not a factor in determining compression.

---

This was done last Spring. I sold the car, but never analyzed why the setup did what it did. I simply bought things that seemed to making power and put them on the car. I seriously never computed the compression or even looked at the low to mid lift values of the heads. I just wanted to know that PTV clearance was fine and I knew that +300 @ .600 on heads was good (yes, I'm serious, Southie shows his ***).

Now, I'm learning more about things like compression, chamber volume, cam lobe profile design (just your basic .006-.005 understanding of what a soft or hard lobe is like). Still grasping to learn valve event values though.

I'm beginning to think that not milling the heads any (besides PTV concerns) helped quench (still grasping to learn quench values, I understand what the quench area does, but don't know much about range).

2002 SS, M6

Heads: TEA Stage 1.5 5.3L Heads, unmilled (approx 63cc), MLS gaskets, approx 10.7:1 compression. 2.02 intake valve, stock exhaust valve.

.100 71.8/61.4
.200 139.9/122.5
.300 203.4/186.1
.400 247.2/236/3
.500 283.7/255
.550 297.8/258.1
.600 309.6/260.8

Cam: TSP 231/237 .598/.595 112 Lunati Lobes check in at (.006-.050= 58/62)


Went from:
A)390rwhp @ 6250/ 360rwtq @ 5000: cam only
B)425rwhp @ 6250/ 387rwtq @ 5000: Heads, same cam, same bolt-ons
C)480rwhp @ 6500/ 418rwtq @ 4750: Same heads, cam, new bolt-ons (470rwhp cutouts closed)

A) TSP231/237, Lid, Stock LS6 intake, Ported TB, UD pulley,SLP LT's, 3" Custom X-pipe Spec III, HD DS, 4.11 9" rear.
B) Same Cam, TEA Stage 1.5 5.3L heads, Same bolt-ons, same rear
C) Same Cam & Heads, 85mm Lid, 85mm MAF, FAST LSX(outof the box) 90/90, QTP HVMC LT's, QTP Dual Qtec ORY, SLP 2OTL catback, *Degreed the cam, same rear, *further tuning.

* 460rwhp/403rwtq before degree and further tuning




What do you all get from this info?
At the very least, I'm documenting what happened for reference sake, as I never compiled all the info into one thread.

 

thats unreal. and you sold it.
well you hit about evey nail on the head. you bought awesome parts and the just worked good job. im hopin for the same, only with a TSP 233-239 adn darts ported.

 

Yeah..........I agree with camarokid! I need a better H/C setup but don't think I'll see those numbers! You had a crazy setup! You should have kept that beast.

 

Yeah, no sh*t!

I did have to get a different daily driver though. Keeping that car as my DD was not an option (and it had nothing to do with drivability).

 

dam those are some good numbers i just ordered the tea 1.5 v2 heads i hope i can get any thing near yours but i know i wont

 

you just got lucky and had a cam well suited for those heads.... when you match up those two the bolt ons come easy.... props for a fun high hp car

 

I know! I know!

Hoping to get some tech talk started though.

 

i looked over the setup info and specs and there isnt anything that stands out to produce that power.I did notice the flow numbers and the exhaust side flows very good,you would think a single pattern cam or even a reverse split would work better but 480 hp is a lot.That cam is known for holding its own as far as top end,it doesnt really fall off after peak torque like other cams do.I can say that it was the cam being very strong up top and the very good flowing exhaust ports and qtp hvmc headers that helped that cam shine up top like its meant to.That i think is why you have 480 rwhp and only 418 rwtq.You would think the torque would be higher.Its a very good combo,you wouldnt think it would be but its proven by you.

 

do you know what the intake port volume was on those heads.Im gonna guess and say it was high,like over 225 or so,which will also help those top end numbers.

 

Did you fiind that when you degreed the cam, were the dots lined up (spot on) or did you find it was a tooth off or so.

480 is awesome through a 9"

I hope to hit high numbers when I get my heads and 90/90 only to lose some through a 9 "

 

I must clarify something.

The car left my possesion, making 460/403.

The new owner at the time (I don't know if he still has the car by now) is a partner at a very reputable GM shop (a sponsor on this site) who has full access to a dyno and tuning, and of course, the shop and knowhow.
I spoke with him 2 months after the sale and he told me that not only did he replicate the 460/403 pull with similar numbers (in a different state), but that he had pulled the cam, installed it degreed, changed the plugs and tuned the car further to get 480rwhp cutouts open, 470rwhp cutouts closed. He DID NOT however, give me a tq. figure. I extrapollated a figure and in included it in this thread, but it's a conservative figure, so I thought no harm done, it's easier to look at a number than some question marks.

So, all HP figures and TQ figures are legit, save for the final tq number.

As for the cam being installed dot to dot, yes it was. My buddy installed it, I was next to him. It was as close as we could get to a visual dead on.

 

May want to link this the "advanced section" and maybe some more analytical replies will come in.

 

^ I'll post a link over there and at internals.

 

What kinda of trap speeds did ya see with this combo???

 

I never got to race the final version .

Cam only; 12.1 @ 118mph 1.9, full weight, Drag radials, cool, dry winter air.
425rwhp Heads/Cam setup; 11.8 @ 118mph 1.79, full wieght, Drag Radials, dog humid summer w/ T-storms looming and a Posi kicking its final hoorahs.

I was hoping for low 11s @ 125mph on the 460rwhp setup with the repaired rear end in good air.

Also, all times shown on stock suspension.

 

And, let me note that I didn't really know how to drive the car until a few months before selling it. Bah.

 

Was the cam only time with a 10 bolt and stock gear?
Was that with 17inch wheels on the front and back?
Do you remember where how you went thru the traps, 3rd or 4th at what RPM?
Awesome times man.
Thanks,

 

Car was on stock wheels, stock sized 275/40/17 tires, 18 psi on the DR's if I recall. I would basically leave my office, go to the strip and deflate the tires for track prep. It was a daily driver in every sense.
Cam-only was with the 9". I would leave @ 5000rpm. I forget if I would cross the traps in 4th or 5th. My shift light would come on @ 6750, I would shift @ 6800. Limiter was set at 6900.
Cam would hold peak for a good while.

 

Carlos those exhaust flow numbers dont seem right and are prolly with a pipe . I cant see a ls1 head flowing that on the exhaust its more like 220 or so .

 

Those numbers are flown with a pipe, correct. That's how TEA flows them.