What's your RWHP and engine combo??
08-27-2008, 12:49 PM
#1
Racer
Thread Starter
What's your RWHP and engine combo??
I am intersted in seeing what kind of RWHP #'s some of you are getting and how you are getting there? I am especially interested in people getting over 400.
08-27-2008, 02:57 PM
#2
Melting Slicks
I haven't been on a dyno...but I should be close to 400rwhp. My combo is:
383 stroker, gmpp aluminum fast burn heads, 11.5:1 compression ratio, tpis mini ram intake, tpis solid roller cam, tpis longtube headers, holley 58mm TB, bosch 30lb injectors, tpis chip tune, and some other supporting mods.
Its very fun, but the idle is really lumpy...gives me a stomach ache sitting at lights.
383 stroker, gmpp aluminum fast burn heads, 11.5:1 compression ratio, tpis mini ram intake, tpis solid roller cam, tpis longtube headers, holley 58mm TB, bosch 30lb injectors, tpis chip tune, and some other supporting mods.
Its very fun, but the idle is really lumpy...gives me a stomach ache sitting at lights.
08-27-2008, 03:27 PM
#3
Race Director
354rwhp on a mustang dyno. that would be around, what, 380rwhp on a dynojet? the combo is. .040 forged speed pro pistons with stock valve reliefs. eagle rods, scat crank, gram balanced. ARP used everywhere. pro action 180cc heads setup with a real valve job and ferrera valves. comp xr276 on a 114 LSA with 987 springs. 10:5-1 compression. TPIS miniram & ford 24lb injectors that are soon to be replaced with bosch 3s. cheapo headman headers and a true dual with x-pipe. if i had a chance to do it over the money would have been spend on a 383 bottom end. it's bairly more money and worth it. this motor would be 25hp higher with a 383 bottom end.
08-27-2008, 04:04 PM
#4
Safety Car
My engine put down about 320rwhp.
Hooker 2151 headers, Comp Cam, Edelbrock Hi-Flo Runners, Edelbrock Hi-Flo Intake, ported plenum, ported heads, 24# injectors, 2.5'' exhaust straight back,
Hooker 2151 headers, Comp Cam, Edelbrock Hi-Flo Runners, Edelbrock Hi-Flo Intake, ported plenum, ported heads, 24# injectors, 2.5'' exhaust straight back,
08-27-2008, 05:19 PM
#6
Melting Slicks
I just finished my LE 383 LT4 build....finally. I blew up the engine in my 96 LT4 C4 back in December at Texas World Speedway, and just now got it back running. More details on the car: http://www.mowhineracing.com
I had it dyno tuned at Henderson Performance in New Bruanfels. Final numbers:
According to the print out, the correction factor is 1.06, which is a bit high IMO. I didn't see this until after I had left. It was raining that day, with humidity right at 90% according to the National Weather Service, but it seems like 1.03 is more reasonable. Either way, I was only really hoping for 420 at the wheels, and it beat that uncorrected and it's not even broken in yet. While this isn't a drag car, I do plan to take it to the strip at some point, and trap speed should tell what it is really making.
Local machine shop did the machine work and installed the rotating assembly, but I finished the rest myself. I would imagine a pro builder could squeeze a bit more power out of it, but it was nice to do the work myself (first engine).
Big thanks to Lloyd for good work on the heads and specing the cam to make it work, and for providing the best customer service after the sale. :hail::hail:
- Scat 9000 Crank
- Childs & Albert 6.0" Rods
- Mahle Power Pack Pistons
- LE3 Cam 23x 24x .60x .60x 10x
- LE2 GM LT4 heads
- Mr Gasket .029 Head gasket
- 12.5 : 1 compression
- Exotic Muscle 1 3/4" Long tubes
- 3" True Duals, Spintechs
- Stock ZF6, Fidanza flywheel
I had it dyno tuned at Henderson Performance in New Bruanfels. Final numbers:
According to the print out, the correction factor is 1.06, which is a bit high IMO. I didn't see this until after I had left. It was raining that day, with humidity right at 90% according to the National Weather Service, but it seems like 1.03 is more reasonable. Either way, I was only really hoping for 420 at the wheels, and it beat that uncorrected and it's not even broken in yet. While this isn't a drag car, I do plan to take it to the strip at some point, and trap speed should tell what it is really making.
Local machine shop did the machine work and installed the rotating assembly, but I finished the rest myself. I would imagine a pro builder could squeeze a bit more power out of it, but it was nice to do the work myself (first engine).
Big thanks to Lloyd for good work on the heads and specing the cam to make it work, and for providing the best customer service after the sale. :hail::hail:
08-27-2008, 05:20 PM
#7
Melting Slicks
If I could do an engine again, I wouldn't do a 383. Not enough of a difference between a 383 and a 350 for the money, IMO. Now, if the 350 needs rebuilding, thats a different story...
I think a 421, 427, or 434 is though! Alot more money to be spent there, but the power is just amazing!
I think a 421, 427, or 434 is though! Alot more money to be spent there, but the power is just amazing!
08-27-2008, 05:28 PM
#8
Team Owner
Had it on a Mustang dyno Monday.....270rwhp. 
Something doesn't add up.
I'm trying not to get hung up on numbers (Track times are all that matters) but reading other peoples results with similar mods I can't help it.
383, 11.5:1 compression, Eagle 4340 steel crank, H-beam rods, JE Pistons, Ported Brodix Track 1 heads, TPIS solid roller cam, 242@.050 .615lift, Comp Cams solid roller lifters, Comp pushrods, Comp Cams Pro Magnum 1.6 roller rockers, TPIS MiniRam, TPIS 58mm TB, Vigilante 3200 Converter, Hooker Super Comp 1-3/4 headers, Random Tech Cats, 3" Flowmasters, ect.....
Something doesn't add up.
I'm trying not to get hung up on numbers (Track times are all that matters) but reading other peoples results with similar mods I can't help it.
383, 11.5:1 compression, Eagle 4340 steel crank, H-beam rods, JE Pistons, Ported Brodix Track 1 heads, TPIS solid roller cam, 242@.050 .615lift, Comp Cams solid roller lifters, Comp pushrods, Comp Cams Pro Magnum 1.6 roller rockers, TPIS MiniRam, TPIS 58mm TB, Vigilante 3200 Converter, Hooker Super Comp 1-3/4 headers, Random Tech Cats, 3" Flowmasters, ect.....
Last edited by Mr. Magoo; 08-27-2008 at 05:40 PM.
08-27-2008, 06:08 PM
#9
Team Owner
410
Holley Stealth Ram, 42# injectors, AFR 190 heads, 1.6 intake RR and 1.5 exhaust RR, 230/236 - 110 lobe sep, 108 intake centerline (2 deg. advanced), TPIS Long Tube Headers, Random Tech Cat, Borla exhaust, Rossler Trans, HiTech Motorsport tuned ECM.
Holley Stealth Ram, 42# injectors, AFR 190 heads, 1.6 intake RR and 1.5 exhaust RR, 230/236 - 110 lobe sep, 108 intake centerline (2 deg. advanced), TPIS Long Tube Headers, Random Tech Cat, Borla exhaust, Rossler Trans, HiTech Motorsport tuned ECM.
08-27-2008, 06:17 PM
#10
Pro
Member Since: Aug 2007
Location: BGM NY
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405RWHP & 415RWTQ
Awesome Tune along with true dual straight Melrose exhaust and headers
383 SUPERRAM - some of my parts:
CRANK: EAGLE
RODS: EAGLE
PISTONS: FEDERAL MOGUL FORCED
RINGS: PLASMA-MOLY FILE FIT
BEARINGS: CLEVITE
TIMING SET: CLOYES
CAM+LIFTERS: COMP CAMS
OIL PUMP: MELLING HI VOLUME
INT. & EXT. VALVES: MANLEY STAINLESS
SPRINGS, LOCKS, & RETAINERS: COMP CAMS
PUSHRODS: MANLEY
ROCKER ARMS: HARLAND SHARP
Awesome Tune along with true dual straight Melrose exhaust and headers
383 SUPERRAM - some of my parts:
CRANK: EAGLE
RODS: EAGLE
PISTONS: FEDERAL MOGUL FORCED
RINGS: PLASMA-MOLY FILE FIT
BEARINGS: CLEVITE
TIMING SET: CLOYES
CAM+LIFTERS: COMP CAMS
OIL PUMP: MELLING HI VOLUME
INT. & EXT. VALVES: MANLEY STAINLESS
SPRINGS, LOCKS, & RETAINERS: COMP CAMS
PUSHRODS: MANLEY
ROCKER ARMS: HARLAND SHARP
08-27-2008, 08:03 PM
#12
Really? Doesn't it costs the same to do a 383 engine, if you are in the rebuild mode. Most need none to little clearancing. Why would a 383 cost more? There is a quite noticeable bump in torque, plus a 383 breathes better from what I am told.
In the mid eighties, I stroked my olds cutlass to (chevy engined) to 383 and it was a torque monster compared to the 350. The difference is quite noticeable for only 33 extra cubes. I really don't know why?
Plus, if you are trying to get over 400hp and 400 torque, isn't strokin the way to go. I rarely see guys sticking with 350 cubes in search of more power........
In the mid eighties, I stroked my olds cutlass to (chevy engined) to 383 and it was a torque monster compared to the 350. The difference is quite noticeable for only 33 extra cubes. I really don't know why?
Plus, if you are trying to get over 400hp and 400 torque, isn't strokin the way to go. I rarely see guys sticking with 350 cubes in search of more power........
If I could do an engine again, I wouldn't do a 383. Not enough of a difference between a 383 and a 350 for the money, IMO. Now, if the 350 needs rebuilding, thats a different story...
I think a 421, 427, or 434 is though! Alot more money to be spent there, but the power is just amazing!
I think a 421, 427, or 434 is though! Alot more money to be spent there, but the power is just amazing!
08-27-2008, 09:14 PM
#13
Race Director
Mine was just measured on Friday. 395 RWHP, but power was still climbing when I got out of it, so I'll call it 400. RWTQ was about 360. Engine is 383 LT1 stroker. Mods listed in sig.
08-27-2008, 09:27 PM
#14
Burning Brakes
Member Since: Nov 2004
Location: It's more of a 'town'. Iowa (we make E85 here--Oh yes, you are welcome!)
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All lightweight forged 383. Ported LT4 heads (around 210cc), ported LT4 intake, 58mm TB, 30lb SVOs. TPIS 'smaller' solid roller cam, TPIS headers, all 3" exhaust, TPIS reverse airbox CAI. '92 Speed Density, TPIS chip, road tuned only w/wideband. 6 speed, 4.10 rear, heavy 315 Nitto DRs. 91-92 octane, Meziere WP, '95 GM Opti w/MSD cap&rotor.
Baselined only, on DynoJet: 430 RWHP/400 RWTQ
Built to rev, but wouldn't pull past 7,000 RPM. Thought it might be an OptiSpark issue, or not enough injector.
Sold it a couple years ago, bought a C5Z.
Baselined only, on DynoJet: 430 RWHP/400 RWTQ
Built to rev, but wouldn't pull past 7,000 RPM. Thought it might be an OptiSpark issue, or not enough injector.
Sold it a couple years ago, bought a C5Z.
08-28-2008, 12:22 AM
#15
Burning Brakes
Member Since: Sep 2003
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My numbers on a Mustang dyno were 381RWHP and 370Tq through stock mufflers and on a 95* day.
I'm just shy of the "magic" 400RWHP number so I'm hoping Magnaflow mufflers and maybe 1.6 rockers will get me there,,,either that or I can wait till the weather cools down and dyno her again...
Mods in sig
I'm just shy of the "magic" 400RWHP number so I'm hoping Magnaflow mufflers and maybe 1.6 rockers will get me there,,,either that or I can wait till the weather cools down and dyno her again...
Mods in sig
08-28-2008, 12:38 AM
#16
Melting Slicks
Really? Doesn't it costs the same to do a 383 engine, if you are in the rebuild mode. Most need none to little clearancing. Why would a 383 cost more? There is a quite noticeable bump in torque, plus a 383 breathes better from what I am told.
In the mid eighties, I stroked my olds cutlass to (chevy engined) to 383 and it was a torque monster compared to the 350. The difference is quite noticeable for only 33 extra cubes. I really don't know why?
Plus, if you are trying to get over 400hp and 400 torque, isn't strokin the way to go. I rarely see guys sticking with 350 cubes in search of more power........
In the mid eighties, I stroked my olds cutlass to (chevy engined) to 383 and it was a torque monster compared to the 350. The difference is quite noticeable for only 33 extra cubes. I really don't know why?
Plus, if you are trying to get over 400hp and 400 torque, isn't strokin the way to go. I rarely see guys sticking with 350 cubes in search of more power........
08-28-2008, 12:39 AM
#17
Melting Slicks
Had it on a Mustang dyno Monday.....270rwhp.
Something doesn't add up.
I'm trying not to get hung up on numbers (Track times are all that matters) but reading other peoples results with similar mods I can't help it.
383, 11.5:1 compression, Eagle 4340 steel crank, H-beam rods, JE Pistons, Ported Brodix Track 1 heads, TPIS solid roller cam, 242@.050 .615lift, Comp Cams solid roller lifters, Comp pushrods, Comp Cams Pro Magnum 1.6 roller rockers, TPIS MiniRam, TPIS 58mm TB, Vigilante 3200 Converter, Hooker Super Comp 1-3/4 headers, Random Tech Cats, 3" Flowmasters, ect.....
Something doesn't add up.
I'm trying not to get hung up on numbers (Track times are all that matters) but reading other peoples results with similar mods I can't help it.
383, 11.5:1 compression, Eagle 4340 steel crank, H-beam rods, JE Pistons, Ported Brodix Track 1 heads, TPIS solid roller cam, 242@.050 .615lift, Comp Cams solid roller lifters, Comp pushrods, Comp Cams Pro Magnum 1.6 roller rockers, TPIS MiniRam, TPIS 58mm TB, Vigilante 3200 Converter, Hooker Super Comp 1-3/4 headers, Random Tech Cats, 3" Flowmasters, ect.....
I think I'll just make my car look like yours now. 
Have you been to the strip yet?
08-28-2008, 12:45 AM
#18
Burning Brakes
Member Since: Apr 2002
Location: Cleveland OH
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MORE Performance 396
Callies Crank
JE Pistons (10.5 CR)
Comp Cams valvetrain
Crane 222/230 .542 /.563 on 112LSA
SuperRam
Ported AFR 195s
Balanced, Blueprinted and coated
FAST EFI B2B ECU
410RWHP / 430 RWTQ on a Mustang Dyno
Callies Crank
JE Pistons (10.5 CR)
Comp Cams valvetrain
Crane 222/230 .542 /.563 on 112LSA
SuperRam
Ported AFR 195s
Balanced, Blueprinted and coated
FAST EFI B2B ECU
410RWHP / 430 RWTQ on a Mustang Dyno
08-28-2008, 01:24 AM
#19
Le Mans Master
383 LT4
Heavily ported LT4 heads and intake w/ASM 58mm TB
242/252* .050 duration, .55x/.56x lift w/1.6RR 110 LSA hydraulic roller cam
TPIS long tube headers
Mez. electric WP
LTCC coil kit
Corsa exhaust
Heavily ported LT4 heads and intake w/ASM 58mm TB
242/252* .050 duration, .55x/.56x lift w/1.6RR 110 LSA hydraulic roller cam
TPIS long tube headers
Mez. electric WP
LTCC coil kit
Corsa exhaust
08-28-2008, 03:26 AM
#20
Drifting
Sorry for a little OT, but question for Zix.
How high does your engine rev?
Since your peak HP is on 6800, I would say you can rev it to 7500
with ease!? Is hydraulic valvetrain holding on that kind of rpm's?
How high does your engine rev?
Since your peak HP is on 6800, I would say you can rev it to 7500
with ease!? Is hydraulic valvetrain holding on that kind of rpm's?