Deans car ended up just like he wanted and he said it can rruise around at 1500 RPM fine and even at 2000 RPM on the highway he can ease on the gas and accelerate past cars with out the converter unlocking. VERY streetable cam.

The heads are the kicker and the entire package works just like he wanted.

I was thinking the #'s were pretty good and then remembered it was an A4. Then I read the part about the exhaust system. VERY nice #'s indeed considering these 2 factors.

Jeff mentioning that the cut out would be worth another 15 HP on this 383 was a good sign too. He definately knows what works on the dyno and if he said it is worth 15, I am sure it is. That holds more water than me telling Dean to get a cut out and gain 15 more HP.

For now, this set up is perfect for Dean though. Maybe later he will get a wild hair and decide to get some 3" true duals and an "aggressive" cam and then show off those heads even more.

 

Thanks gentlemen for all the kind compliments.

The setup was not cheap because I opted for the full boogey on the heads.
$1290 just for the castings because I couldn't use the LT4 parts, cut out the valve seats and install bigger ones for the Ferrera 2.05/1.60+.100 valves. Comp Ti retainers, 977 springs, Crower .050 backset SS rockers and Trick Flow 7.400 pushrods. The valve train geometry is near perfect for a stud rocker. This helps with stability at higher rpms. Jeff actually pulled it to 6700 rpm just to see where the power dropped off and the valve train sounded very happy.

Mr SS, I will be at Carolina Dragway this Sat. weather permitting.

Yes the RK's, AS&M's and TPIS are very good compromise headers. I wanted a car I could drive over speed bumps like a normal person because my car is very low.

Yes I wanted drivability and torque. A 6500 rpm limit dictated the duration required so 230 proved to be the correct choice. Congratulations to Bret Bauer with an "E" on the cam specs. Nice job.

Lloyd ported the LT4 intake and I'm using an AS&M 58mm.

Like I've said before, your money goes a long way at Elliott Portworks. These heads would have cost a lot more at some other places.

Lets say I am now traction challenged!

Dean

 

Thanks Dean! I'm glad that the cam fit the bill for you.

Bret

 

Congrats on the numbers. Looks like a perfect "driver" setup.

 

Were those exhaust flow numbers taken without a pipe? Just curious - I have seen that make a big difference on LT1 heads (seems like more so than some other castings.)

 

Yes, I am pretty sure Lloyd gets his exhaust numbers without a pipe.

 

Awsome numbers, and Jeff is a great tuner and did a nice job on my car as well and I had a solid miss allday he was willing to work around. I went a very similar plan as you and am getting 16-17 MPG to and from work (Some Hwy mostly city). I wanted 400+ RWHP and TQ with good street manres and decent gass milage. My car is and will always be first and formost my daily driver and I refused to compomise drivability for HP. Again over 400 RWHP in a streetable motor is awsome

 

Awesome numbers, that sounds close to the setup that I want to run when I finally get a 383. I have talked to Lloyd before and he will definetly be getting my buisness, hopefully soon. I will probably be leaning a little more to a nitrous setup but still retaining street manners. Sounds like Jeff at CAM is going to be my choice on tunning and Bret will be picking my cam also.

 

Da Milkman is da Man.

 

Great #s im building a stroker with LE Lt1 heads and a cam he picked out Heads dont flow as good but the cam is alittle bigger as this is not a daily driver. I am hopeing for # s in that range as well but i know my heads will limit peak Hp to around 6100 im still cant wait.

 

I thought ya'll might be interested in knowing how much power Jeff picked up. I baselined 380.6 hp and 377.8 tq.He picked up 23.6 hp and 45.7 tq. and the 20 hp gain is across the curve, not just peak.
And 1.5 mpg. He pulled a bunch of fuel out and also timing. I "think" I've got around 34 degrees now. My chambers are 53 cc so more proof of small chambers liking less timing. I'm .005 in the hole and running Impala .029 head gaskets. That's .034 quench fellas. Ouch!

My crank is a Scat standard 4340 swinging Scat 6.0 H-beams. The pistons are Probe SRS -12.8 cc dish 2618 forged weighing 412 grams. I wanted the Scat 6.0 4340 I-beam with 7/16 caps to keep weight down but they were back ordered and as a result I had to add Mallory. Shucks. I really like the new Howards PM rods. 585 grams and 800 hp is nice.

My block is a 2-bolt with ARP studs. Another reason to keep a 6500 rpm limit.

Dean

 

Nice #'s...

Jeff is the sh*t...I've talked to him quite a bit..Both are great guys to deal with.

 

Those are very good #s considering it's got a driveable cam, auto tranny, and restricted exhaust.

 

My Hot Cam with my 396,,which isnt much bigger than yours, made 400rwhp, 428 rwtq, with 2800 rpm stall, Long tubes, and 315/35 17's with 3.75 gears with a PCMforless tune , CNC stage 3 heads, 58mmtbody, 11.1-1 comp, and a HOT CAM, at 5700rpm.
So, tune that thing and you should see at least 15rwhp.