I dont believe so, because im hitting 100kpa before the car is even at WOT. I need to run cats here in cali, get stopped by the chp, and no cats, results in a $8500 fine!

 

Gut 'em. You can't tell from the outside if they are functioning.

btw, the $8500 fine is debatable and can be apealled.

 

yea I had gutted cats before and hated what it sounded like. PLus these are kook's long tubes with magnaflow hi-flow ceramic cats, so if im losing anything, its like 5 hp

 

This was the best run (notice the break up up top is not that bad)



Bad Break Up

 

LE2 on a 383?

 

yes, its daily driven..

 

Thanks for the props but you make our job easy by getting all of the parts we suggest and going the extra mile in getting hands on tuning done and ironing out all of the bugs.

They are still great #'s even if they do not increase much. The 12 bolt is robbing a lil and so are the heavy wheels. HP #'s are not where it is at anyway. The TQ curve that matched YOUR driving style, weight, gears and shift RPM is what is making the car accelerate well.

I am noit sure when you actually nailed the car or how much tuning was done down low but you appear to have OVER 350 RWTQ from 2800 to 6250 and OVER 370 RWTQ from about 3000 to 5500 RPM so I am sure it is fun to drive. After correcting the high RPM problem, it might cary these #'s a lil higher.

As far as more being in it . . . . everyone ALWAYS thinks there is more in it no matter what dyno # or track time the set up produced, LOL. I honestly feel there is more in it just by cleaning up the graph at 5500-6500 RPM.

The heads and cam WILL make peak power at 6500-6600 RPM "IF" the CAI, TB, inj, fuel pump, rocker adjustment, optispark, coil, plug wires, ignition timing, dead O2's, etc, etc, are not holding us back.

Any one of these (or a combination of these) can cause the problem we are seeing. It might only climb another 5 HP or so but the #'s should climb and peak at 6500-6600 RPM and we are not getting that.

I would install the new plugs, make sure the rockers are correctly adjusted and then watch the fuel pressure and add more fuel until the #'s level off or drop. You might end up with 430 RWHP at 6500 or maybe 445 RWHP at 6500 RPM but until the graph is smooth up top and peaking at 6500 RPM or so, there is still something a miss.

Lloyd Elliott
972-617-5671
Eportworks.com

 

I see! I thought that was about where they would peak on a 355.

 

Lloyd here is the setup:

CAI= WS6 Ram Air
TB= 58mm BBK
Inj= 42 lb Ford SVO
FP= Stock
Rocker Adj= 1/16th past zero (Stock lifters)
Opti= 5000 miles
Coil= Old MSD Blaster
Wires= 5000 Taylor 10.4mm Thundervolts
Timing= 34 degrees at WOT

I just thought of something though. To get the rpm signal on the dyno I used, we connected a prong to the #1 spark plug wire (like a timing light). If the spark cut out completely like in the graph above (this is an intermediate problem), wouldnt that state that the problem is before the spark plug? (IE, wire, opti, coil, coil wire, ICM)?

 

If they don't heat properly, they will eventually begin to deteriorate and clog. And unless you test to see if they are affecting vaccum, you are really guessing at whether they are costing anything power-wise.

 

the 6500 RPM peak on a 355 and 6000 RPM peak on a 383 is when using some well done ported LT1 castings.

Once you go with well ported AFR, LT4 or TFS heads, the heads wll make peak power at 6600 RPM on a 383 and 7000-7100 RPM on a 355.

This set up has the AFR heads instead of the LT1 castings but it is the LE2 cam. A lil bigger valve would help make more power BUT it will still peak at the 6500-6600 RPM mark.

We did port the LT4 intake too, right.

I am not sure on the tuning issues though. I know "how important good tuning is" is but not "how to tune"

Lloyd Elliott
972-617-5671
Eportworks.com

 

Yes, ported lt4 intake as well.

Hey Lloyd, I just thought of something though. To get the rpm signal on the dyno I used, we connected a prong to the #1 spark plug wire (like a timing light). If the spark cut out completely like in the graph above (this is an intermediate problem), wouldnt that state that the problem is before the spark plug? (IE, wire, opti, coil, coil wire, ICM)?

 

Thats really impresive, good job!

 

Damn me!


I forgot ALL about the AFR's!

 

nice numbers!! get some track times!!