Who has 600rwhp on 91 Octane???
08-20-2003, 06:31 PM
#16
Registered User
Join Date: Oct 2001
Location: Bay Area, CA, USA
Posts: 311
In September with the latest dyno pulls, LJ at www.acceleronics.com helped dyno tuned my car to 611rwhp 608 ftlbs on a dynojet. Notice the nice big area under the hp curve and the nice torque curve as well. This car consistently dyno the same. The first dyno tuning was done in April on a mustang type dyno and pulled 598rwhp. All dyno pulled is done with Unocal 76 91 octane, no ice in the aftercooler, and going through a full exhaust.
This car is tuned for daily driving on 91 octane still using the stock PCM. I have to admit that I am extremely happy with the result. Even AFR could not believe that I am making this kind of power with just their AFR LT1 heads and asked for my dyno tables.
I think it is because Nutek did a extremely good job for my motor, flow checked the heads with larger valves installed, and picked out a custom grind Comp cam to match my setup. The motor was built to handle over 15# and I am only making 11#. All the machining and everything that can be done to reinforced it was done by Nick. Then my little cousin installed everything and LJ did a tremendous job on the tuning. I have to add, because of LJ's impedance box, I am using all stock fuel lines with only a Walbro 340M intank, a Voltblaster and Seimens 72#/hr.
This car will drive in traffic then around town for over two hours in 95F and the temperature guage will increased from 170 to about 180, not even the 1/4 mark.
The motor has been in for almost a year now and tuned for about 5 months. I have only romped on it a handful of time, but haven't taken it to the strip yet. I have just taken it to Thunderhill Raceway for road racing and it was fantastic.
In short this can definitely be done, but you don't see too many people setting up a 600rwhp reliable street car. In all honesty, although this came out better than what I dreamed of, if I can go back, I would definitely not have done it. I could have invested this money in other things. But since I did it, I tried to do everything right and not skim on anything, that will be what I would suggest.
good luck
This car is tuned for daily driving on 91 octane still using the stock PCM. I have to admit that I am extremely happy with the result. Even AFR could not believe that I am making this kind of power with just their AFR LT1 heads and asked for my dyno tables.
I think it is because Nutek did a extremely good job for my motor, flow checked the heads with larger valves installed, and picked out a custom grind Comp cam to match my setup. The motor was built to handle over 15# and I am only making 11#. All the machining and everything that can be done to reinforced it was done by Nick. Then my little cousin installed everything and LJ did a tremendous job on the tuning. I have to add, because of LJ's impedance box, I am using all stock fuel lines with only a Walbro 340M intank, a Voltblaster and Seimens 72#/hr.
This car will drive in traffic then around town for over two hours in 95F and the temperature guage will increased from 170 to about 180, not even the 1/4 mark.
The motor has been in for almost a year now and tuned for about 5 months. I have only romped on it a handful of time, but haven't taken it to the strip yet. I have just taken it to Thunderhill Raceway for road racing and it was fantastic.
In short this can definitely be done, but you don't see too many people setting up a 600rwhp reliable street car. In all honesty, although this came out better than what I dreamed of, if I can go back, I would definitely not have done it. I could have invested this money in other things. But since I did it, I tried to do everything right and not skim on anything, that will be what I would suggest.
good luck
08-20-2003, 07:05 PM
#17
Moderator
Join Date: Dec 1969
Location: Buffalo, New York
Posts: 10,745
Originally posted by Camaro_SS/R
In September with the latest dyno pulls, LJ at www.acceleronics.com helped dyno tuned my car to 611rwhp 608 ftlbs on a dynojet. Notice the nice big area under the hp curve and the nice torque curve as well. This car consistently dyno the same. The first dyno tuning was done in April on a mustang type dyno and pulled 598rwhp. All dyno pulled is done with Unocal 76 91 octane, no ice in the aftercooler, and going through a full exhaust.
This car is tuned for daily driving on 91 octane still using the stock PCM. I have to admit that I am extremely happy with the result. Even AFR could not believe that I am making this kind of power with just their AFR LT1 heads and asked for my dyno tables.
I think it is because Nutek did a extremely good job for my motor, flow checked the heads with larger valves installed, and picked out a custom grind Comp cam to match my setup. The motor was built to handle over 15# and I am only making 11#. All the machining and everything that can be done to reinforced it was done by Nick. Then my little cousin installed everything and LJ did a tremendous job on the tuning. I have to add, because of LJ's impedance box, I am using all stock fuel lines with only a Walbro 340M intank, a Voltblaster and Seimens 72#/hr.
This car will drive in traffic then around town for over two hours in 95F and the temperature guage will increased from 170 to about 180, not even the 1/4 mark.
The motor has been in for almost a year now and tuned for about 5 months. I have only romped on it a handful of time, but haven't taken it to the strip yet. I have just taken it to Thunderhill Raceway for road racing and it was fantastic.
In short this can definitely be done, but you don't see too many people setting up a 600rwhp reliable street car. In all honesty, although this came out better than what I dreamed of, if I can go back, I would definitely not have done it. I could have invested this money in other things. But since I did it, I tried to do everything right and not skim on anything, that will be what I would suggest.
good luck
In September with the latest dyno pulls, LJ at www.acceleronics.com helped dyno tuned my car to 611rwhp 608 ftlbs on a dynojet. Notice the nice big area under the hp curve and the nice torque curve as well. This car consistently dyno the same. The first dyno tuning was done in April on a mustang type dyno and pulled 598rwhp. All dyno pulled is done with Unocal 76 91 octane, no ice in the aftercooler, and going through a full exhaust.
This car is tuned for daily driving on 91 octane still using the stock PCM. I have to admit that I am extremely happy with the result. Even AFR could not believe that I am making this kind of power with just their AFR LT1 heads and asked for my dyno tables.
I think it is because Nutek did a extremely good job for my motor, flow checked the heads with larger valves installed, and picked out a custom grind Comp cam to match my setup. The motor was built to handle over 15# and I am only making 11#. All the machining and everything that can be done to reinforced it was done by Nick. Then my little cousin installed everything and LJ did a tremendous job on the tuning. I have to add, because of LJ's impedance box, I am using all stock fuel lines with only a Walbro 340M intank, a Voltblaster and Seimens 72#/hr.
This car will drive in traffic then around town for over two hours in 95F and the temperature guage will increased from 170 to about 180, not even the 1/4 mark.
The motor has been in for almost a year now and tuned for about 5 months. I have only romped on it a handful of time, but haven't taken it to the strip yet. I have just taken it to Thunderhill Raceway for road racing and it was fantastic.
In short this can definitely be done, but you don't see too many people setting up a 600rwhp reliable street car. In all honesty, although this came out better than what I dreamed of, if I can go back, I would definitely not have done it. I could have invested this money in other things. But since I did it, I tried to do everything right and not skim on anything, that will be what I would suggest.
good luck
Rich Krause
08-20-2003, 08:39 PM
#20
Moderator
Join Date: Dec 1969
Location: Buffalo, New York
Posts: 10,745
Originally posted by lt4 fd
how would the reliability be different with a turbo car with 600 rwhp, any at all?
how would the reliability be different with a turbo car with 600 rwhp, any at all?
Rich Krause
08-20-2003, 09:05 PM
#21
Registered User
Join Date: Sep 2002
Location: plano texas
Posts: 1,429
Yeah, doesnt the load of turning the blower wear out certain main bearings really fast? I figure thats the only thing that would make it less reliable, since well theres nothing else that would put any more stress on the motor in a supercharged motor that I can think of, I was just curious if there is any reason why either would be less reliable as far as maintenance and or longevity.
08-20-2003, 10:06 PM
#22
Moderator
Join Date: Dec 1969
Location: Buffalo, New York
Posts: 10,745
Originally posted by lt4 fd
Yeah, doesnt the load of turning the blower wear out certain main bearings really fast? I figure thats the only thing that would make it less reliable, since well theres nothing else that would put any more stress on the motor in a supercharged motor that I can think of, I was just curious if there is any reason why either would be less reliable as far as maintenance and or longevity.
Yeah, doesnt the load of turning the blower wear out certain main bearings really fast? I figure thats the only thing that would make it less reliable, since well theres nothing else that would put any more stress on the motor in a supercharged motor that I can think of, I was just curious if there is any reason why either would be less reliable as far as maintenance and or longevity.
Rich Krause
08-21-2003, 06:05 PM
#23
Registered User
Join Date: Dec 2000
Location: Alta Loma, CA
Posts: 1,320
Originally posted by Camaro_SS/R
The first dyno tuning was done in April on a mustang type dyno and pulled 598rwhp. All dyno pulled is done with Unocal 76 91 octane, no ice in the aftercooler, and going through a full exhaust.
The first dyno tuning was done in April on a mustang type dyno and pulled 598rwhp. All dyno pulled is done with Unocal 76 91 octane, no ice in the aftercooler, and going through a full exhaust.
08-21-2003, 08:03 PM
#24
Registered User
Join Date: Jan 1999
Location: I reached back like a pimp and smacked that LS1....
Posts: 886
Last year my car was making 600+rwhp (with a blower) and I ran it on 93 octane all the time.
I ended up taking the engine out because of poor leakdown on 1 cylinder (17 percent), and found that the moly was chipping off of the top ring (due to detonation).
When I rebuilt the engine, and built the turbo setup, I decided that mixing in race gas was cheap insurance.
I've been running over 700rwhp with half 93 (1.98gal) and half 110 (3.49gal), all summer and I've had no problems with the engine. I have around 2,000 miles on the setup now, including multiple trips to work (30mi each way), 3 trips to the dragstrip 45 miles away, and 1 trip to a dragstrip 120 miles away. Every time I get in the car I've got the boost controller set to 19psi, and I use every bit of it.
So, is it possible to make 600+rwhp on 93 octane? Sure it is. But with the amount of time and money invested into such a setup, good fuel is cheaper than a rebuild.
I ended up taking the engine out because of poor leakdown on 1 cylinder (17 percent), and found that the moly was chipping off of the top ring (due to detonation).
When I rebuilt the engine, and built the turbo setup, I decided that mixing in race gas was cheap insurance.
I've been running over 700rwhp with half 93 (1.98gal) and half 110 (3.49gal), all summer and I've had no problems with the engine. I have around 2,000 miles on the setup now, including multiple trips to work (30mi each way), 3 trips to the dragstrip 45 miles away, and 1 trip to a dragstrip 120 miles away. Every time I get in the car I've got the boost controller set to 19psi, and I use every bit of it.
So, is it possible to make 600+rwhp on 93 octane? Sure it is. But with the amount of time and money invested into such a setup, good fuel is cheaper than a rebuild.
08-23-2003, 02:07 PM
#25
Registered User
Join Date: May 2002
Location: Saskatchewan, Canada
Posts: 1,025
Originally posted by lt4 fd
Yeah, doesnt the load of turning the blower wear out certain main bearings really fast? I figure thats the only thing that would make it less reliable, since well theres nothing else that would put any more stress on the motor in a supercharged motor that I can think of, I was just curious if there is any reason why either would be less reliable as far as maintenance and or longevity.
Yeah, doesnt the load of turning the blower wear out certain main bearings really fast? I figure thats the only thing that would make it less reliable, since well theres nothing else that would put any more stress on the motor in a supercharged motor that I can think of, I was just curious if there is any reason why either would be less reliable as far as maintenance and or longevity.
I read somewhere that a blower adds approx 200lbs more stress to the crank at all times because the boost is always there. Now if you go turbo, when the motor isn't revving in the boost range there won't be that 200lbs of added pressure to the crank/bearings. So your motor should last a hell of alot longer. I dunno, just a thought.
08-29-2003, 06:01 PM
#26
Registered User
Join Date: Feb 1999
Location: St.Petersburg,Fl,USA
Posts: 65
Well guys, I have been on both sides of this fence.. my 70 Camaro with an ATI was a nitemare..period.
This current TTA has been the oppossite. 2 years of flogging on it and zero damage to the motor.
The lesson learned on my part is keeping knock retard in constant check. if it detonates, you will destroy bearings, rings, pistons,valves, U name it. You can take a cast piston motor to 600 RWHP, but cannot take a forged piston motor to 300 with detonation present.
Its not the power that kills, its the PING(aka knock retard) that will make mince meat.
How to get that HP on 91 octane safely, build a 10:1 540 cubic inch big block chevy. With a small motor, your octane requirement increases as the HP does.
Solutions, race gas..alcohol injection..propane injection.
I'm still waiting to see a really fast car on propane.
HTH
This current TTA has been the oppossite. 2 years of flogging on it and zero damage to the motor.
The lesson learned on my part is keeping knock retard in constant check. if it detonates, you will destroy bearings, rings, pistons,valves, U name it. You can take a cast piston motor to 600 RWHP, but cannot take a forged piston motor to 300 with detonation present.
Its not the power that kills, its the PING(aka knock retard) that will make mince meat.
How to get that HP on 91 octane safely, build a 10:1 540 cubic inch big block chevy. With a small motor, your octane requirement increases as the HP does.
Solutions, race gas..alcohol injection..propane injection.
I'm still waiting to see a really fast car on propane.
HTH
10-19-2003, 09:09 PM
#29
Registered User
Join Date: Mar 2002
Location: San Juan PR
Posts: 3,083
Actually when I was tunning it I did a horrible 13.0@118, had missfire problems and more problems, had just raised the boost and was tunning it, but beat a few 10sec cars that trapped more than 130mph... and them launching first 
