rio95

I believe that if the wiggle results are bad the guides are in fact bad. These results agree with that.

NW94Z

Ok this thread received some responses since last night. I'll answer everyone's questions after describing the second days driving.

Today's plan was to continue up the coast and stop half way to finish up tomorrow. After crossing the Golden Gate bridge this morning I decided to turn right towards I5 and the quick way home instead of left and continue fallowing the coast road. I enjoyed yesterdays drive but there is just so much traffic on the road I opted to come home a day early.

Today was almost exclusively freeway driving. I'm happy to report that this car drives on the freeway almost exactly as it did when stock. Most of the day was spent cruising in 6th gear between 75 and 85 mph and there is nothing abnormal to report. The car performed beautifully all day running for nearly 15 hours. At one point I got caught in traffic just north of Salem that shutdown all three lanes of I5 and the car idled the whole time without stalling or even thinking of stalling. It's just rolled from left to right all afternoon. Temps also stayed below 200 the whole time. One new observation is that 6th gear is more usable now for overtaking. It's not super impressive but it will pull hard enough to overtake comfortably on the freeway whereas in the past I would usually drop to 5th.

I put more effort into focusing on the clutch and I'm starting to get used to it. I did a little parking lot driving on one of my gas stops when I also got lunch and 1st gear can be a little trick under 10 mph but getting better with the clutch will help smooth this out.

The last 3 hours of the drive home were in the wet where in typical Washington fashioned it began raining just as I crossed the state line. I was hoping to run it hard through the gears a few times on roads I know before getting home but I want the ground dry for this not wet.

Overall The car did great again and I finally got it home tonight. Tomorrow I'll get it cleaned up and have a closer look at it on the lift and see if I can address that steering shaft/ header issue.

NW94Z

Well I learned today that the mpg data on my DIC is no longer valid. I wanted to believe that I have actually been averaging 36 mpg but when I checked the old school way of dividing miles driven by gas added I came up with 24 mpg. This is based on one tank in which I went 318 miles before filling up. Almost all the miles were in 6th gear at an average speed somewhere between 75 and 80. If I was averaging closer to 65 - 70 maybe it would have been a bit better. The other attempts at mileage were shot by stop and go traffic the second half of the day. I didn't really expect my mpg to improve but I wasn't think the about the new injectors affecting the dic calculations.

Cruising on the interstate is great. It will hum all day long without complaint. I can engage 6th as low as 50 (didn't try lower) and bring the speed up to cruising speeds. Like I mentioned yesterday when your off throttle or don't have any load below 1500 RPM you start to notice surging but it's extremely subtle. It reminds of what its like driving when its very windy out and you feel the occasional tug on the car as a big gust hits it but your not sure if you really felt the wind or if it was something else. Once the rpms drop to 1200 you it does become more noticeable at which point I just down shift to 5th or the next lowest gear.

Thanks.

I believe it. I was hoping to test this out some more today when I got closer to home and run through the gears with flaps closed to start and then open but the weather didn't cooperate. I'm sure even with the flaps open the factory set up is costing me HP and TQ. I wonder how much but I don't want to spend anymore chasing it right now.

Great idea. I will take that approach first. Thanks for the suggestion!

I didn't notice it until a long way into my drive home the first day. A test drive around the block wouldn't have helped here unfortunately. It is very subtle and isn't a constant vibration. It comes and goes with turning input and differing loads. I can see the mark on the steering shaft though.

Thanks for the added advice on the steering shaft.

I have to pull the cam card from my records. I don't remember of the top of my head. It's been a long day. I'll post the information tomorrow.

Thanks. Which car was yours? I counted at least 8 when I was there Friday. If it's silver its in the shop! Mine's Machine Silver and the day I picked up the shop was filled with two other silver vettes in the shop.

I would like to see your results. Are you adding anything else like intake and are your heads going to be worked in similar fashion? At least with the milling and porting/ polishing? That would be a pretty close comparison minus the cam specs.

Unreal

Actually I very very very much doubt with flaps open it is costing you any HP. I make over 1200rwhp on stock mufflers. Friend makes 1450rwhp on stock mufflers. There are plenty of 1200+hp cars on stock z06 mufflers, so I can't see a ~600hp car losing power with flaps open.

vertC6

How about the overall sound with the flaps closed do you notice more interior your noise while cruising? How about the drone level with the flaps open and closed?

Michael_D

Depending on how Kohle scaled the tune for the larger injector flow rates, you can fix the DIC calculations. There is a table in the calibration called "Instrument Cluster Outputs". It is a % fuel mass table that you would have to adjust to compensate for the scaling done.

When you are in 6th, low rpm, the engine is loaded. You generally do not feel surging under loaded conditions. I'd caution you about accelerating in 6th gear though. This is when the engine is most prone to detonation.

Glade you're happy with the performance. I've been trying to talk folks into that EPS grind for years.

jd86L98

Mine is a wide body silver C5Z, with a custom dry sump and C6Z rear cradle. The entire long block is being rebuilt after a failed aluminum rocker sent metal shavings throughout the motor. The heads were previously reworked by another shop and flow really well. I had the car dynoed just before the incident and it made 530/490 with a 230/240 cam, stock intake, and full stock LS7 exhaust. Khole and I haven't discussed the details yet, but I am planning on swapping out my heavy Rev SS exhaust valves, and if necessary, after flow testing the heads having Khole do some porting. I purchased an MSD intake and already had larger injectors. The new EPS cam is 236/252 113+4. The car is not a daily driver and sees the track a few times a year. I'm a little concerned with the cam for the times I do drive it on the street, but this time around I felt like pushing the limits. I'm really excitied about the build!

NW94Z

Excellent. Good to know! The only advantage at this point then would be sound.

Sound on the inside of the cabin is relatively unchanged. It's a little louder but most of that is coming from the front of the car through the headers. While moving the dominant sound is still the road noise produced by the tires. Stopped in traffic the there is a bit more noise but again it comes from the front of the car. As for drone flaps closed none. Flaps open there is drone but it's the same drone that was there before the work.

This is when I wish Kohle wasn't so far away. I can with the DIC being off but it would be nice to have that feature back. If i ever road trip the car all the way down to LA again i will plan in advance to get this done.

Correct on 6th gear. No surge at all and I won't be accelerating from such low rpm's in the future.

Geoff at EPS was great to work with. I think he cams are great and he will do his best to help you out.

The only silver cars I saw there Friday were in his shop in the air but they were C6's. Yours must be under a cover for protection. My first Corvette was an 02 C5Z and I still miss that car. I still think it was more fun to drive than the C6Z.

You have quite a bit of cam there. Sounds like your car is going to deliver some pretty good performance. I would expect it to out perform mine for sure. One key reason I went all the way to SoCal to get the work done is the tuning. From researching I came to the conclusion that AHP is one of the best in the business setting up tunes and the Dynapack used for tuning is one of the best tools for that. Fewer variables and more consistency. He get your cam working as well as possible. Post up when you get some driving impressions.

AzDave47

Sorry I forgot the formula and presumed the #'s were the numbers, not raw measurements.

jd86L98

Yes, my car is under a cover. The 230/240 114 cam had zero drivability issues. And my previous two builds used a 224/230 and a 231/237 cam and both were extremely friendly on the street, both on smaller displacement LS motors. I'm not one to "over-cam" a car; I think this cam will be on the edge but fun on the street and great at the track! I will post a full review when the build is completed.

American Heritage

Your C5z06 LS7 build is up next!!! Should be a very nice build!

http://www.americanheritageperformance.com/

Les-10

I'm very interested in swapping my 110 for a cam like this one. I also would like to know the ground-in advance #.

fueledpassion

There is so much more to an engine's performance than lift and duration of a cam. If all the other parts aren't working together in concert with that cam spec, it won't make a hill of beans difference.

This setup obviously was engineered.

Michael_D

.......which is why so many builds posted onthis site are barely eaking out 600whp with cams that are way too big. No way for them to spin high enough to reach peak VE. Anything over about 245/.050 intake duration is simply too much for this engine's swept volume and typical peak rpm of 7100.

But having said that, only the very best pushrod, two valve NA engines exceed 100% VE. 95% is a stretch. And being generous with 100%, some basic math and knowing fuel type, calculated power is pretty accurate. An even simpler calculation can be made if fuel type and PPH, and AFR are known. There is only so much chemical energy contained in 1 pound of fuel. An IC engine is a device that converts chemical energy to work. It is not an air pump, even though it is commonly referred as one.

American Heritage

Michael D hit the nail on the head.
Making power (usable power) is all about the combo.
Its all about VE (volumetric efficiency).
A properly engineered combo will have a much higher higher VE % than a lesser engineered combo.

We have spent Months and Months on our flow bench and our other test equipment dialing in our combos to ensure we have the highest % VE we can attain for a given combo.


http://www.americanheritageperformance.com/

American Heritage

I believe it was +2 but would have to check the file to be sure.

Unreal

Ever throw it back on Wong's dyno to see power numbers up in WA? Would be interesting to see.

NW94Z

I didn't. He is 3 hours south of me and I haven't really got a reason to go there other than to dyno.

If there is a local dyno day I catch wind of I may sign up to get some dynojet or Mustang dyno #'s to compare loosely but honestly the #'s are often a point of contention for many people and not worth arguing over.

I was really hoping for a before and after on the same machine to see what the actual gains were.

63Corvette

Just curious......any updates on your (new) gas mileage, and delta to your old mileage (how much did you lose to gain 200hp?)

NW94Z

Unfortunately not really. I haven't driven the car since the weather turned sour here around the beginning of October. Hoping to get it out in April and start driving it again.

I estimate I have lost around 4.5 MPG in HWY driving though. I used to average around 28 MPG. Now I'm around 24. As for stop and go I'm probably in the high teens down from 22/23 before.