You don't need any 500 cfm head to make more power on a 500 inch LS1. Who cares how much hp per inch you are making when hp by itself it what matters. The 500 inches brings the power for even a 420 cfrm head down to an rpm level that can really live on the street. This is what the bigger street engines are about plain and simple not ultimate hp per inch.
very well stated Eric. no one is looking for a "perfect world" setup. with the same top end, the bigger motor will outperform the smaller motor. it's as simple as that.
i will be getting in touch with you about a 5.4L mod motor this winter
it would take some heavily worked on c5r heads and a matching sheetmetal intake, but even then i doubt they would flow enuff to feed a 500ci engine, but it sure would use em up and still make impressive power
that's what's on the SAM car I believe, highly worke c5r heads, with twin 4150's IIRC and a sheet metal.
I agree with the guy saying there isn't a head out there to flow w/ the higher cubed motors....yet.
Chad
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Engine: heads/cam dart/torquerV2 stock bottom end HS rockers, ls6 intake Drivetrain: M6(soon to be A3) Moser 9 inch, strange pro case 4.11's Suspension: UMI LCA's/SFC's/PHB QA1's, midwest Chassis torque arm !front swaybar
FWIW Thomson Automotive built a 400ci. LSX block with the prototype DR LS heads and with twin turbos made 2048 hp or something close to that. It's an aluminum rod motor so I'm sure some H-beams could be thrown and and knock the MAX RPM Down a notch.....
I want to know when those heads are going to be released for public purchase.
I am definitely curious to see what it dyno's, but I will bet that if your similar 427 combo dyno'd at 590rwp.... my guess will be 681rwp with the same heads intake combo. What do I get if I win? LOL.
^ i wish...im thinking that's close to where we will eventually end up. 675 would be nice. i think 700 is definitely possible with this bottom end if you go all out and spend the money on All Pro heads, custom intake manifold, etc. fun stuff.
results for now are 650hp/600tq
kpa reading of 93 up top with the fast 102 intake and ls7 tb
ordering a NW 102mm TB. other than that, i just want to drive the car around for a while. i probably wont race it til the spring anyway so we'll fuck with other stuff later. maybe a bigger cam, custom airbridge/air filter setup, maybe speed density, cutouts etc. i dont wanna get rid of the stock NPP catback.
also, from what i was told by the shop, ERL sent us a cam they liked instead of the cam we specced out. kinda annoying if true. who knows. it definitely idles better and lopes less than my 427 did. hopefully at least the comrpession ratio is where i wanted it.
Are you sure the kpa reduction isnt because of your intake filter or tract?
Or did you log it with no air intake connected to the throttle?
If so sounds like you need at least to port the 90mm throttle. Let us know how the 102mm throttle goes with that.
In theory a gain of 6 kpa could give you 5%+ more power
What was your total timing at wot?
__________________ 2007 HSV R8 (UK VXR8 Build #1) E38 OLSD tuned HPF built RED Darton 440LS2, LS7 top end, 63lb Siemens, Callies, Mahle, Centreforce. Get efilive & innovate in Europe http://www.efilive.eu/
^ i wish...im thinking that's close to where we will eventually end up. 675 would be nice. i think 700 is definitely possible with this bottom end if you go all out and spend the money on All Pro heads, custom intake manifold, etc. fun stuff.
results for now are 650hp/600tq
kpa reading of 93 up top with the fast 102 intake and ls7 tb
ordering a NW 102mm TB. other than that, i just want to drive the car around for a while. i probably wont race it til the spring anyway so we'll fuck with other stuff later. maybe a bigger cam, custom airbridge/air filter setup, maybe speed density, cutouts etc. i dont wanna get rid of the stock NPP catback.
also, from what i was told by the shop, ERL sent us a cam they liked instead of the cam we specced out. kinda annoying if true. who knows. it definitely idles better and lopes less than my 427 did. hopefully at least the comrpession ratio is where i wanted it.
Is that 650hp with an engine dyno or chassis dyno????
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__________________ 1998 WS6 T/A 492 RWHP//495 RWTQ (w/cats)
LS6 427ci LPE short block, Ported stock TB, Ported LS6 intake, Ported LS1 heads, cam: 244/244 .610/.610 114 lsa, 1 7/8" Grotyohan LT's, 3" custom "Y" back to a Magnaflow Muffler, Built tranny...by a friend, Strange 12 bolt, 3.73 gears, Baer brakes, Hotchkis STB, LG Motorsports: Panhard Rod, LCA's, SFC's, G2 Super Springs, Hals all around, 315/rear, 275/front
Life may not be the party we hoped for, but while we're here we might as well DANCE.
Are you sure the kpa reduction isnt because of your intake filter or tract?
What was your total timing at wot?
nope, not 100% sure
next plan of attack is to start with the 102mm tb and see if we need to build a custom pipe from the tb with a big filter on the end. no idea right now.
ill ask my tuner about timing when i pick up the car on wednesday
next plan of attack is to start with the 102mm tb and see if we need to build a custom pipe from the tb with a big filter on the end. no idea right now.
ill ask my tuner about timing when i pick up the car on wednesday
If you have the cash, get an ITB intake. You'll get close to or over 700 RWHP. There's a 454 LSX iron build with one that made 742 RWHP. Street friendly cam.
650 RWHP is pretty good though, with that top end.
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__________________ 1998 WS6 T/A 492 RWHP//495 RWTQ (w/cats)
LS6 427ci LPE short block, Ported stock TB, Ported LS6 intake, Ported LS1 heads, cam: 244/244 .610/.610 114 lsa, 1 7/8" Grotyohan LT's, 3" custom "Y" back to a Magnaflow Muffler, Built tranny...by a friend, Strange 12 bolt, 3.73 gears, Baer brakes, Hotchkis STB, LG Motorsports: Panhard Rod, LCA's, SFC's, G2 Super Springs, Hals all around, 315/rear, 275/front
Life may not be the party we hoped for, but while we're here we might as well DANCE.
If it was a simple plug and play application with documented gains, I would think about it.
Its easy to tune and it makes for a great 600rpm idling street daily driver on his 454ci. You just have to know what your doing to tune it. The owner of the 454ci engine in the video is also the tuning expert that owns Waitformeperformance.com that did the tuning. That intake made 65 hp more than his FAST 90/90. 61 more than his Wilson sheet metal.
Don't see how anyone can ask for a better idle than that for a big cube engine.
Heads flow 372cfm at 650. Modified AFR 245's.
Final Cam specs are 650lift 260 duration @50 on a 114ls on 1.7 ratio
He obviously has less drivetrain loss than we would because of that tranny he's using.
