Below are graphs of baseline dyno numbers I just got today from my tuner, Alex Racz @ Carburetor Connection in Kirkland WA. The two graphs are of the same pull, one is corrected and the other is not.

Mods on this pull are 160 thermo, TB coolant bypass, Lingenfelter ported TB, Blackwing, high-flow air bridge, Stock tune. Alex says stock LS6's pull around 345-350 corrected RWHP on his dyno so these minor mods have been effective.





Mods currently being installed are Livernois Stage 3 heads, Supermaxx LT headers, cats, Xpipe, Cory Harris ported LS6 intake (match ported to heads,) Lingenfelter oil pump, hardened pushrods, and Lingenfelter GT-11 cam. The GT-11 cam is a pretty tame street grind (215/231 duration @ .050 .631/.644 with 1.7 ratio rocker arms 118.0 CL) so it should provide excellent driveability with good torque. I'm still hoping for 430 RWHP though

For the Dynojet bashers: Alex uses a new Dynojet Model 424xLC2 with WinPEP Software, Eddy Current Load Control, and Wide Band Air/Fuel.

 

Looking forward to see your results. I was thinking of the Lingenfelter GT1-1 cam 229/242 duration .631/.631 lift on a 114.0 CL. I think I can tolerate a cam with a little more attitude I'm still trying to sort out my priorities on this modding issue so I'm going to wait a bit before I start.

Looking at your profile, I see you've got a background in muscle cars. Got any pics of that Nova?

 

Yea, my diminishing cam tolerance is a sure sign that I'm aging.
But the Nova still shakes like a paint mixer





Thanks for your interest in the Nova, she was and still is my first car. I named her Dianne after a real b!^ch of a girlfriend my best friend had; because it's been a love-hate relationship ever since I got her. But I could never get rid of her; till death do us part

 

Very unusual cam selection. Anxious to see your results. Good luck with your new-found power.

 

That cam is quickly building a great rep! Who is doing the work for you? I would like to hook up and check out the final results since mine is getting ready to gone under the "wrench".

 

I would say thu won't have any problems meeting that goal. You have above average base #'s. My Z dynoed down in the 330's stock. Good luck.

 

Carburetor connection is doing both the work and tuning.
http://www.carbconn.com

 

Nice numbers and nice Nova! Keep us posted on the progress!

 

Any word on the progress, I just bought the same heads, but I plan to go with a TSP ms4 cam.

 

:wtf:

 

I used to head over to CarbConn all the time back when I owned Supras (and lived in Kirkland). I'm looking forward to hearing your results, and how well they were able to mod your Z06 too.

 

so the lsa is 118 on your cam? how does that affect torque band?

makes it kick in lower? ........or?

ps.......God Novas were ugly and still are the baddest lookin' cars!

 

The productive RPM range of this cam is 1600-6400 as per Lingenfelter so I think it will improve lower RPM torque as well.




The mods are all installed, it's getting tuned this week.

 

 

Nice set of mods you're doing, it should make for an awesome set up. Be sure to post up the after tune/mods results for us.

And a big for the Nova. Gotta have a New School & Old School ride, best of both worlds.

 

Not really wanting to post this, because disappointment abounds.

My peak numbers improved to SAE corrected 416RWHP and 387RWTQ. Myself as well as my tuner thought this was about 10-15HP lower than our expectations. He wanted me to drive it for a few hundred miles and bring it back to him so he could get a better idea how the computer is responding and possibly tune this extra power in later. The seat of the pants feeling felt like a bit more punch, but not the big difference I was expecting. Not worth the hassle or the cost in my opinion.

On the maiden voyage of testing these mods the tranny gets stuck in fourth gear. From other posts about this the consensus seems to be crappy aluminum shift forks in the 01 & 02 tranny's. So I guess I can consider the tranny is sh!^-toast. I started out by doing some spirited driving but not thrashing it. Funny thing is when it got stuck I was babying it b/c it had started raining.

Not looking for sympathy in this posting, just putting out the result as there were a couple of people interested. I'll chalk it up to a learning experience; leave good enough alone, that is

I just went out to the garage to get something and noticed my broke-*** car has a flat tire too They say trouble comes in three's, now I'm a firm believer

 

I think you can more than make up the power you're looking for with a FAST intake, 90 TB, and a bit more aggressive cam.

Sorry for all the other troubles though. That really sucks !#!#
I wish you much better luck going forward.

 

Really sorry to hear of your troubles! I assume that Alex Racz might be your tuner? Hang in there buddy, and I hope the bad luck is all behind you!

*edit* LOL @ myself...you mentioned Alex was your tuner in your first post. Sorry about that.

 

Yep, Alex is a good guy and he really knows what he's doing in the tuning dept. The parts were kind of an agglomeration that I organized for what I thought would be a street sane set up, so I can't blame the lower than expected numbers on Alex. Maybe he will be able to tune a little more into it and then the numbers would be a mute point. My actual power to the wheels was 427RWHP, the corrected figures were the lower reading.

Yea, I was on the fence about that cam, it has a bit more choppy idle than stock and I don't think I want to go much more than that for a street car, so I think I'll stay with it. As far as for the Fast 90/90, I don't think the extra $1,200 will be worth it for my application. I’ll quit while I’m behind My setup has good feel and is definitely an improvement but if I had a time machine I would go back and leave the engine primarily stock with just bolt ons. I appreciate the suggestions though.

 

I posted my results to both Lingenfelter and Livernois to see if my expectations were too high, or where I may have gone wrong in putting together this combo.

My response from Livernois seemed like a scolding; very curt. I was told that their heads are designed to run with a single-pattern camshaft and that I should have chosen a head and cam combo that go together. But when I initially inquired about their heads I posted my intention of running the dual-pattern GT-11 cam and was told that the car would run great; there was no mention about head & cam compatibility at that time. Both these conflicting responses were from the same person. Looking back, it was also difficult to get simple questions answered. On a phone conversation they couldn’t give me an exact combustion chamber volume; that question was later answered by an email inquiry. Livernois may offer good value, but their customer service and their technical expertise is severely lacking.

My dialogue with Lingenfelter went much better. There was no hostile feeling. I have received two detailed responses from them even though I used a competitor’s heads. Turns out my target HP was not off track. If I had bought their heads they would have milled them according to the octane rating of my available fuel because the GT-11 cam bleeds off some compression. The GT1-1 cam would be worth another 15-20 RWHP over the GT-11 but they start to notice drivability problems with it, so it's borderline for a street cam. Bottom line, I should have sprang for the extra couple hundred bucks and gone with Lingenfelter heads. I would have gotten the extra HP I was expecting, and it would have been worth it just because they are so helpful and personable.