Lingenfelter Performance Engineering has it
Thread Starter
Instructor
Joined: Apr 2002
Posts: 221
Likes: 0
From: Michigan
dyno results
Car was finished 1 day ahead of the two week stated time. I will pick it up on Saturday and show pics and video once it is home. Lingefelter also spotted a bad seal and welded my cat back exhaust, thanks.
For now, all I have is some great dyno numbers on a very driveable 'vette.
Rear Wheel Horse Power: 424.2
Rear Wheel Torque: 359.1
Minor note: deleted the X-pipe from the order.
For now, all I have is some great dyno numbers on a very driveable 'vette.
Rear Wheel Horse Power: 424.2
Rear Wheel Torque: 359.1
Minor note: deleted the X-pipe from the order.
Thread Starter
Instructor
Joined: Apr 2002
Posts: 221
Likes: 0
From: Michigan
Originally Posted by FASST LN
Nice power but the torque seems kind of low. Do you know why?
.631 lift is gi-normous!!
.631 lift is gi-normous!!
BK
Thread Starter
Instructor
Joined: Apr 2002
Posts: 221
Likes: 0
From: Michigan
Thread Starter
Instructor
Joined: Apr 2002
Posts: 221
Likes: 0
From: Michigan
What is going on? I actually have less torque from about 2,500-3,500 rpm than stock? I will get with them on Monday. Any input is appreciated.
REAR WHEEL #'S:
REAR WHEEL #'S:
Last edited by 03LingenfelterC5; Mar 9, 2005 at 09:13 PM.
Thread Starter
Instructor
Joined: Apr 2002
Posts: 221
Likes: 0
From: Michigan
Originally Posted by JACKAL0PE
Now here's the question I always ask myself when contemplating such an upgrade.
The cost of this is a bit over six grand. With it, you'll realize about the same horsepower gain that you would from a Magnacharger (albeit for a bit less money).
What's the reasoning for going with internal mods vs. forced induction? I don't have a position one way or the other, I'm just trying to see why people (who hopefully know more than I do) go this route. Thanks
The cost of this is a bit over six grand. With it, you'll realize about the same horsepower gain that you would from a Magnacharger (albeit for a bit less money).
What's the reasoning for going with internal mods vs. forced induction? I don't have a position one way or the other, I'm just trying to see why people (who hopefully know more than I do) go this route. Thanks
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Race Director
Joined: Mar 2001
Posts: 11,405
Likes: 26
From: Whippany NJ
CI 6-7-8-9 Veteran
St. Jude Donor '08-'09
NCM Sinkhole Donor
Originally Posted by 03LingenfelterC5
What is going on? I actually have less torque from about 2,500-3,500 rpm than stock? I will get with them on Monday. Any imput is appreciated.
Burning Brakes
Joined: Nov 2001
Posts: 805
Likes: 2
From: Granbury TX
Originally Posted by 03LingenfelterC5
Lingenfelter CNC ported & polished LS1 cylinder heads
2.02 / 1.57" one piece stainless steel intake & exhaust valves
Three angle valve job, hand blending of valve seats
CC chambers, surface, set spring heights and assembly
Competition Cams double valve springs, titanium retainers & locks
Custom designed Competition Cams hydraulic roller camshaft
Cloyes heavy duty timing chain set
Modified LS1 oil pump assembly
Lingenfelter ported & polished throttle body
Kooks stainless steel long tube headers
Magnecore 8.5 MM spark plug wires
NGK V power spark plugs
160 degree thermostat
All necessary gaskets, fluids & bolts
Engine removal, inspection and cleaning for assembly
Professional assembly & engine installation
ASP Underdrive Pulley
X-Pipe
Donaldson Intake
Z06 Clutch
Alignment and welding of the Corsa Exhaust
Engine testing & expert PCM tuning
Chassis dyno testing before & after installation
Looking for some very streetable high NA HP.
BK
2.02 / 1.57" one piece stainless steel intake & exhaust valves
Three angle valve job, hand blending of valve seats
CC chambers, surface, set spring heights and assembly
Competition Cams double valve springs, titanium retainers & locks
Custom designed Competition Cams hydraulic roller camshaft
Cloyes heavy duty timing chain set
Modified LS1 oil pump assembly
Lingenfelter ported & polished throttle body
Kooks stainless steel long tube headers
Magnecore 8.5 MM spark plug wires
NGK V power spark plugs
160 degree thermostat
All necessary gaskets, fluids & bolts
Engine removal, inspection and cleaning for assembly
Professional assembly & engine installation
ASP Underdrive Pulley
X-Pipe
Donaldson Intake
Z06 Clutch
Alignment and welding of the Corsa Exhaust
Engine testing & expert PCM tuning
Chassis dyno testing before & after installation
Looking for some very streetable high NA HP.
BK
Burning Brakes
Joined: Feb 2004
Posts: 831
Likes: 0
From: Country Boys Can Survive.
Originally Posted by 03LingenfelterC5
Well, I dropped my '02 Roadster down at Lingenfelter last Friday and I just got an e-mail of the stock HP (almost stock, I did add Corsa Indy's) from them.
At the rear wheels:
Baseline was 312.7 hp 337.1 lbs ft of torque
I will keep this thread updated for those considering the process.
BK
At the rear wheels:
Baseline was 312.7 hp 337.1 lbs ft of torque
I will keep this thread updated for those considering the process.
BK
Melting Slicks
Joined: Aug 2000
Posts: 3,367
Likes: 0
Originally Posted by blazeone
The torque could be right on, didn't you have a very large cam installed? A cam that big sacrifices low end torque for top end hp.
He's missing some RWT.
Burning Brakes
Joined: Nov 1999
Posts: 901
Likes: 83
From: Los Angeles
http://forums.corvetteforum.com/show....php?t=1027938
Here is a LPE C6 in the same boat w/360 tq. I suppose 424HP is OK these days. Blazeone hit the nail on the head about the trade off. Peak numbers are far less important than the actual curve itself. But peak numbers sell packages (whats the pckg called?) and what a sacrifice, look at the size of that cam. Please tell me that the slugs were flycut and the heads were shaved because that log needs much more dynamic/static compression. How much time do you spend 6000 rpm+?
I assume you have 4:10's. I can't imagine building/ordering a street motor and not making max torque the #1 priority but thats just me.
Take it to the track and see what it traps.
Here is a LPE C6 in the same boat w/360 tq. I suppose 424HP is OK these days. Blazeone hit the nail on the head about the trade off. Peak numbers are far less important than the actual curve itself. But peak numbers sell packages (whats the pckg called?) and what a sacrifice, look at the size of that cam. Please tell me that the slugs were flycut and the heads were shaved because that log needs much more dynamic/static compression. How much time do you spend 6000 rpm+?
I assume you have 4:10's. I can't imagine building/ordering a street motor and not making max torque the #1 priority but thats just me.
Take it to the track and see what it traps.
Last edited by Mirek; Mar 7, 2005 at 07:42 PM. Reason: forgot "HP"
Race Director
Joined: Aug 2004
Posts: 14,639
Likes: 39
From: Winston-Salem North Carolina
St. Jude Donor '08-'09
???
Originally Posted by 03LingenfelterC5
Car was finished 1 day ahead of the two week stated time. I will pick it up on Saturday and show pics and video once it is home. Lingefelter also spotted a bad seal and welded my cat back exhaust, thanks.
For now, all I have is some great dyno numbers on a very driveable 'vette.
Rear Wheel Horse Power: 424.2
Rear Wheel Torque: 359.1
Minor note: deleted the X-pipe from the order.
For now, all I have is some great dyno numbers on a very driveable 'vette.
Rear Wheel Horse Power: 424.2
Rear Wheel Torque: 359.1
Minor note: deleted the X-pipe from the order.