hehe
ive got the magazine at home, im sure im leaving something else out as well.
let ya know tonight

 

Using dynojet's inflated numbers to calculate flywheel numbers is kinda pointless anyways. If you do a conversion based on the weight of my car and trap speed its capable of (let's say 115 mph w/ a 3350 lb car...). Using a trap/hp converter, it would say I have 420 hp. Take my mustang dyno number, divide by .82 and you'll get 426.x. Using a dynojet rwhp number, I would probably end up with 450+ hp at the flywheel, which might seem great but just isn't true.

 

Very true, as long as the original quoted 420fwhp was estimated on a dynojet then it's fair to say he reached the quoted FWHP rating. Now, whether or not his 345.6rwhp is correct or not, well that's up to determining which dyno equipment is more accurate. I'd be very interested to dyno my car on a Mustang dyno and compare the results to my dynojet numbers. Good post lt1homer.

EDIT: I would think the trap/hp calculators would be even more unreliable because the trap speed includes things such as driver ability, traction, etc. Why would those matter to FWHP numbers? In the end the only real way is to connect the engine directly up to an engine dyno and run the tests. In the interim I'd trust the dyno to be more accurate than trap times.

 

I think a bigger cam would definately show some better numbers.

-Corey

 

No really, a bigger cam would do that?!?!?!

 

Thanks for the info, easy to understand. Does anyone know what the largest cam and the part# you can use with stock LT1 pistons.

 

Anyone? on the largest cam with stock LT pistons and how much of a HP gain with the LT4 heads and intake ported.

 

What kind of money you got tied up in these mods TOTAL compared to the LT4 conversion? I am thinking about going the conversion route and see everyone posting things such as this with no numbers to support their posts.

Porting, valves, springs, retainters, cam, etc etc, if you have a breakdown and total it would benefit me a little better.

Thanks,

 

xe230/236 (.544 / .555 w/ 1.6's) $210
Comp. pro mag 1.6's nsa w/ guideplates $270
Stock hardened pushrods
Stock TB
30# svo's (not actually needed...just bought for extra safety. fwiw, dyno runs were done w/ 22 #'s) $250
Used cnc ported stock casting heads $800
Unported stock intake
Spring setup $120 installed
Jet hot hooker lt's $620
Vigi 3000 stall $475 used
True dual setup (parts=180 installation=175)

347.9 rwhp on MD which equates to 380-400 on a dynojet and that's through an auto and a vigi stall.

It has spanked many 02+ 911 tt's, ferrari 360 modenas, non 03 vipers, and of course many other not-as-exciting cars. I probably wouldn't fair so well if we were racing up to 150+ but it's not like you can do that on your typical str...track.

Hope that helps you out...if you have any other questions feel free to email me at LTLHOMER@aol.com. I'm up at college and it can get quite boring. I still want to line up and race this kid with a 409 stroker setup for juice in a 2002 anniv. ss. I know I'll get murdered (n/a pretty bad and w/ n2o super bad) but it's always fun to see fast *** cars getting up on it.

 

Wow, some really nice and informative posts, guys. I was thinking about doing a full LT4 conversion, but after reading all these posts, I might be better off doing something else. Perhaps you guys can help. I'm looking for between 350-400rwhp, and I have about $3500 to spend. Please take a look at my signature info and see what I already have done and tell me if you guys think I should just get the full LT4 conversion kit or if I should spend teh majority of my $$$ on AFR heads and a nice comp cam. I need some expert help in this field as they are high $$ mods and I want to do it right from the start! Keep in mind, I'm doing the OBD I conversion soon with custom tuning. Thanks everybody.

 

Thanks for all the info guys.

My luck w/ used equipment is pretty bad, let alone w/ new stuff. I went ahead and dropped a bomb on the LT4 conversion from summit. I live 20 minutes from gm parts direct, and they won't let you counter pickup, and no phone number to contact for support, so i gladly sent my $ to summit. Should be on my door step today, can't wait. I'm also doing the vented opti conversion while I'm at it, getting rid of all the little things while the wife is still in shock.

Got 30# SVO injectors, my old injectors got clogged to the hilt w/ rust from the stock S-10 fuel line sitting out in the open for a couple of months. Got new aluminum line to run to the motor, BBK 52mm TB, and taylor over the valve cover wire conversion.

Hopefully will have it back on the road in 2-3 weeks pending I don't find anything major when I finally get the pass. side head off.

 

My dyno and track times are in the sig. My heads probably flow a little less than stock lt4s. IMO, I would feel much safer with the 30# injectors, that is why I use them.

 

If you do get AFR heads, DO NOT HAVE AFR PORT THEM! Send them out to someone reputable from this list. Also, if you're going to go with AFR heads, why not pick up an LT4 intake for cheap, and then you can order a set of AFR LT4 heads, which will give you a little more potential. This is what I plan on doing.