Well after all the new parts, I finally got it tuned. Check out my fquick for all the mods. I took it to Norris Motorsports cause he tuned it origionally. Everyone claims his dyno reads low, but oh well.

So the Standard numbers are


421.1rwhp and 395rwtq

SAE numbers are

410rwhp and 384.6rwtq

I am pretty happy with that on my stock 122k bottom end.

 

If I were you, I would have done a rebuild before throwing money into the engine, to ensure reliability.

Besides that, good numbers.

 

That only makes sense if they are parts that wont work on the new bottom end. I really dont have any parts that wont transfer over, so it is all good. The bottom end was good when we started, had good compression and no smoke and the cylinders still have crosshatch marks. So there was no reason to think it wouldnt last. Now its just got some blowby, but is still running strong. Probably simple rings would fix it, but I am going to build a complete bottom end anyway.

 

I'm stuck in LT1 mode, you're probably fine with those miles on an LS1.

 

LS1 intake?

6-speed or auto?

 

Yeah, I hadnt planned on doing this much, but we accidently sucked a rag into the intake bending a couple valves. So I got a deal on heads, then the cam was cheap and easy, the intake looks cool and so on and so on.

 

Its a 6 speed with a Typhoon 85mm intake. We dynoed with a tune at 380 and 377before the intake, larger cam(had a Vinci 060 before,and now Futral), ud pulley and throttle body.

 

Which injectors and fuel pump?

410rwhp on a heads/cam 6-speed car is kind of lacking, especially with an F14 cam....F14 cams typically make that cam-only. Do you have all the supporting mods? I've never heard of the Typhoon intake manifold. The LS6 or FAST stuff is all you ever need to use.

Do you have the dyno sheet? I'd like to take a look at it.

Mike

 

BTW.. what kind of heads? LS1? LS6? 5.3L?

 

It isnt really an F14 cam. Its a 230/234 .598/.601 112+4. The heads are crap c&cd 98 heads that I got cheap in a pinch. But yes I pretty much have every thing else, headers, ORY, B&B exhaust, ud pulley, lid, etc. The Typhoon is a Professional Products unit. It looks good and flows at least as good as the LS6 or better, but it is shiney and was cheaper than an LS6.

 

Here is the graph. Remember, his dyno reads very low compared to anyone elses in the area. I am told his Standard numbers are closer to other dyno SAE numbers. Than coupled with the ****ty heads.

 

Hmmm.. F13 intake duration and F14 exhaust duration.... too bad about the heads... unfortunately, you have no idea who did them or what exactly they did to them... they could have actually hurt them if they were ported "for flow numbers."

The LS6 intake is around $300 + shipping used. Not sure about the Typhoon.

How's the duty cycle on the injectors? Tell me more about the fuel system.

 

The graph actually looks very good. Over 350rwtq at 3300ish. Peak horsepower is around 6300 (most of the time, cams that size peak around 6000 and hold it for a few hundred RPMS) which is actually kind of high for a 230 duration cam, but the ported heads and bigger intake manifold does that...

It's very possible that the dyno may read a little low. What kind of dyno is it? Dynojet? 224? 248?

 

I was interested to see what Kraest thought...

We will have to log some runs and see what the injectors are doing. He has the stock 98's and fuel pump.

 

I bought my LS6 intake for $415, but I only paid $350 for the Typhoon brand new. It was bought by someone and never used. THe injectors are stockers and the fuel pump is stock too. The heads were done by a company in Melbourne FL with 2.02/1.56 valves and milled 30. Good for the time, but not exactly optimum. After talking about it, I am thinking my blue smoke might be head related. We have been fighting a valve seal issue since I got them. The bottom end looks great visually when we had the heads off and the oil pan off. The more I think about it, the heads might be causing all my problems. Damn, that sucks