LS2 N/A w/243’s making 600hp to the tire
03-14-2018, 12:23 AM
#41
Le Mans Master
388ci
ls7 block
ITB manifold (made it perfectly streetable)
tfs 245 heads
roller cam
~700whp
8150rpm peak hp
A lot of tweaking and R&D went into it.
Just not enough track time.
Build a 396ci that made ~950 fwhp on initial dyno day too.
The problem is is that you spend so much time putting together these custom setups and too little time driving them.
ls7 block
ITB manifold (made it perfectly streetable)
tfs 245 heads
roller cam
~700whp
8150rpm peak hp
A lot of tweaking and R&D went into it.
Just not enough track time.
Build a 396ci that made ~950 fwhp on initial dyno day too.
The problem is is that you spend so much time putting together these custom setups and too little time driving them.
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HC Mechanic (03-15-2018)
03-15-2018, 03:55 PM
#42
Burning Brakes
Thread Starter
388ci
ls7 block
ITB manifold (made it perfectly streetable)
tfs 245 heads
roller cam
~700whp
8150rpm peak hp
A lot of tweaking and R&D went into it.
Just not enough track time.
Build a 396ci that made ~950 fwhp on initial dyno day too.
The problem is is that you spend so much time putting together these custom setups and too little time driving them.
ls7 block
ITB manifold (made it perfectly streetable)
tfs 245 heads
roller cam
~700whp
8150rpm peak hp
A lot of tweaking and R&D went into it.
Just not enough track time.
Build a 396ci that made ~950 fwhp on initial dyno day too.
The problem is is that you spend so much time putting together these custom setups and too little time driving them.
I was a race engine builder for years, so for me spending 5 weeks on what I did was a blast, and now the car honestly drives a whole lot nicer. Idles like stock, and winds out like it should. Ever since the stroker crank I felt like the intake was choking it, now it feels like it should.
Would be great to meet up one day Rob and trade some notes
03-16-2018, 05:30 AM
#43
They were using the biggest hyd cam that comp cams sells in a very high cube LS engine. They used 7.400 pushrods and had to crank the stock rockers down a little more than they liked so fearing some of the valves might not have enough preload on the low side of the cam they went with 7.500 pushrods.This took out almost all the preloadability from the lifter. They realized they created a very low lash hydraulic setup. One way physically just by the low numbers of travel but another by reducing the amount of air mixed with the oil being compressed by the lifter. The air being the biggest problem. The air compresses out. The oil less. That's the secrete of short travel lifters. They actually did a dyno run with the 7.4's and another run with the 7.5's and made 10 more rwhp. The test was on ls3 Trick Flows. Less air bubbles equals a better valve lifting lifter.
I did the same with my 418 ls2 with morel 6208 link bar racing lifters(.030 preload) There not listed as short travel but they have a much smaller oil channel inside therefore less air to be compressed along with a very tight bore clearance requiring 5w oil max. I have built a lot of engines but this ls2 stroker revs faster and higher than any of my flat tappet solid lifter big blocks and I don't have to lash it or run heavy adjustable rockers. The car pulls supper hard to 7200-7400.
Last edited by handyandy1496; 03-16-2018 at 06:43 AM.
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HC Mechanic (03-16-2018)
03-16-2018, 04:17 PM
#44
I'm starting to think about the alcohol aspect if used with e-85 in a separate tank with its own pumps. This should support 13.5 compression I believe. A point and a half would get you 6% more pony's. Right? That would be right in line with a lot of other e-85 cars making an extra 40 plus hp. This would get you a hair away from 600hp on your dyno and it would not kill any torque down low like a bigger cam with less drivability and might be less costly as well. But your at 12.1. Is it possible to shave the head and spec a cam that would create more compression through valve timing killing two birds with one stone?
Last edited by handyandy1496; 03-16-2018 at 04:41 PM.
03-16-2018, 06:52 PM
#45
Burning Brakes
Thread Starter
I'm starting to think about the alcohol aspect if used with e-85 in a separate tank with its own pumps. This should support 13.5 compression I believe. A point and a half would get you 6% more pony's. Right? That would be right in line with a lot of other e-85 cars making an extra 40 plus hp. This would get you a hair away from 600hp on your dyno and it would not kill any torque down low like a bigger cam with less drivability and might be less costly as well. But your at 12.1. Is it possible to shave the head and spec a cam that would create more compression through valve timing killing two birds with one stone?
New state-of-the-art coils and wires should be worth a few hp as well.
Next on the list is getting some properly sized headers made per the build spec. Going to have Jack Burns make me some headers & collectors, Jack’s a great man!
03-17-2018, 08:18 AM
#46
Le Mans Master
Member Since: Nov 2005
Location: Kendall Park NJ
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This was only one of the pulls on Jesel's engine dyno.
Notes
1. Sheet 2 was a power curve derived from a limited number of points from a single pull on Jesel's engine dyno.
2. Sheet 4 was utilized to obtain additional interpolated data points.
3. Sheet 5 was plotting a power curve of a known setup on a known Mustang Dyno against a hypothetical power curve of a new setup using assumed drivetrain losses.
4. Sheet 1 is the same graph as Sheet 5 without the added data sets.
Last edited by GARY2004Z06; 03-21-2018 at 06:31 PM. Reason: Added notes
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HC Mechanic (03-19-2018)
03-17-2018, 06:59 PM
#47
I’m running the Klotz octane booster at 4oz/gal to get octane up to approx. 101. In addition to that, the methanol injection system will be up and running very soon with the new Pro Meth pump. My tuner Austin said the methanol added in will allow us to put the 6 degrees of timing back in(that he had to take out), and should net us around 600 or so.
New state-of-the-art coils and wires should be worth a few hp as well.
Next on the list is getting some properly sized headers made per the build spec. Going to have Jack Burns make me some headers & collectors, Jack’s a great man!
New state-of-the-art coils and wires should be worth a few hp as well.
Next on the list is getting some properly sized headers made per the build spec. Going to have Jack Burns make me some headers & collectors, Jack’s a great man!
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HC Mechanic (03-19-2018)
03-19-2018, 03:30 PM
#48
Burning Brakes
Thread Starter
Next time I’m up I’ll take a look at the timing numbers, really haven’t concerned myself with that as I full trust Austin in that department
As for driving with the new plug wires, I’m going to need to work on rear grip. The Cup 2’s are great tires, but it’s now wanting to do a nice linear spin all the way through 3rd gear. I’m now pretty confident that the coil wires killed our dyno numbers last time on the rollers. I had them on an ohm meter and two of them were absolutely shot.
03-19-2018, 03:33 PM
#49
Burning Brakes
Thread Starter
Do you have any graphs with more indication of rpm’s? That thing is revving to the MOON Brother!!
03-21-2018, 05:43 PM
#50
Le Mans Master
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Sorry, Rob may have a few more pulls that have additional data points; however, this was enough basic info to figure out what launch rpm the motor would most likely like and approximate optimum shift points for each gear. I hope to have some dyno pulls on a Dynojet if the bugs ever get shaken out with the car. It has been a long and arduous journey thus far.
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HC Mechanic (03-23-2018)
03-23-2018, 02:44 PM
#51
Burning Brakes
Thread Starter
4.180"x3.622"
Sorry, Rob may have a few more pulls that have additional data points; however, this was enough basic info to figure out what launch rpm the motor would most likely like and approximate optimum shift points for each gear. I hope to have some dyno pulls on a Dynojet if the bugs ever get shaken out with the car. It has been a long and arduous journey thus far.
Sorry, Rob may have a few more pulls that have additional data points; however, this was enough basic info to figure out what launch rpm the motor would most likely like and approximate optimum shift points for each gear. I hope to have some dyno pulls on a Dynojet if the bugs ever get shaken out with the car. It has been a long and arduous journey thus far.
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HC Mechanic (03-25-2018)
03-25-2018, 05:11 PM
#53
Burning Brakes
Thread Starter
That’s GETTIN’ IT
Last night I ran down a closed 1/2 mile course with a McLaren 650S. With the new coil wires on and tune for the Klotz he hardly pulled on me. Last test we did without the Klotz and new wires and he left me like I was tied to a post. Last night was pretty amazing. When you consider the difference in cost, I feel like we’re representing Merica’ alright.
Last night I ran down a closed 1/2 mile course with a McLaren 650S. With the new coil wires on and tune for the Klotz he hardly pulled on me. Last test we did without the Klotz and new wires and he left me like I was tied to a post. Last night was pretty amazing. When you consider the difference in cost, I feel like we’re representing Merica’ alright.
03-30-2018, 12:51 PM
#54
Any idea on RWHP difference when using the Klotz versus not using it? I am about to have my car re-tuned with about 3oz per gallon and have added a NW 102 throttle body. Prior to that, I was running 91 octane without anything else. I'm guessing my mix should put me close to 100 octane now that I am running the Klotz with 93 octane Shell v-power.
Last edited by eprest1983; 03-30-2018 at 12:52 PM.
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HC Mechanic (03-30-2018)
03-30-2018, 05:22 PM
#55
Burning Brakes
Thread Starter
Any idea on RWHP difference when using the Klotz versus not using it? I am about to have my car re-tuned with about 3oz per gallon and have added a NW 102 throttle body. Prior to that, I was running 91 octane without anything else. I'm guessing my mix should put me close to 100 octane now that I am running the Klotz with 93 octane Shell v-power.
It’s a REALLY nice product, just make sure you protect your paint when you pour it in; a few baby wipes and a thick dry rag above and below the fuel door does the trick for me. This is the can that I got:
It’s a patented design and made in the USA. If you read the reviews, you’ll see that just about everyone uses it for fuels, including r/c fuels with nitro added. I tried putting methanol in the red(fuel approved can) and it expanded the o-ring; no good!!
Anyway, with this can you can purchase 1 gal at a time. This gives you a much better value in the long run, and also easier to get your mix right based on how many gallons of gas you plan to use. I marked my can at every 1/4 gal/32oz to make it easy to read and do the math.
I would say that your hp gain is going to be very dependent on your overall build, and how much this additive allows you to advance your ignition timing. If I had to guess I would say 20+ rwhp on a highly modded LS mill, but that’s really a shot in the dark. As I said earlier, this is the first time the car has had grip issues in 3rd gear, I credit the Klotz and new Granatelli plug wires. I ordered a custom set of wires, as my coils are re-located, so if any of you want my old LS/OEM length set, make me an offer.
Last edited by HC Mechanic; 03-30-2018 at 05:30 PM.
03-30-2018, 05:58 PM
#56
I'm hoping for about 515 rwhp. I have k&n cai, nw 102 tb, fast 102 intake manifold, btr stage 2 cam kit, lg 1 3/4 super pros with catless x pipe and npp exhaust on a dry sump ls3. Thanks for the info
Last edited by eprest1983; 03-30-2018 at 05:59 PM.
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HC Mechanic (04-03-2018)
04-01-2018, 07:25 PM
#57
Considering I have a built 402 w/ ported/milled 243's, ported Fast and huge cam and 1 7/8 headers. I can assure you on a normal dyno you are getting nowhere close to 600rwhp sorry just is not happening. My 402 made 526rwhp backed up on 2 different reputable dynos. I tried numerous combinations and probably 4 different cams.
Everyone who has done business with RPM and has gone elsewhere knows there dyno reads ridiculously high. My previous Z06 was a 585rwhp RPM car. First thing I did when purchased was throw it on a well known dyno and guess what.... 530rwhp and we picked up 15rwhp over RPM's tune.
Everyone who has done business with RPM and has gone elsewhere knows there dyno reads ridiculously high. My previous Z06 was a 585rwhp RPM car. First thing I did when purchased was throw it on a well known dyno and guess what.... 530rwhp and we picked up 15rwhp over RPM's tune.
Last edited by handyandy1496; 04-01-2018 at 07:31 PM.
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HC Mechanic (04-03-2018)
04-02-2018, 05:09 PM
#58
Drifting
Member Since: Oct 2006
Location: Phoenix AZ
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St. Jude Donor '09-'10-'11
Sharing the info
Just finishing up some mods on my intake and fuel system on my 404. I'll post up the most recent dyno sheet I have, she was dyno'ed at the end of January. Was running Klotz octane booster @ 4oz/gal.
As a US Marine I don’t give up, and I want to prove what a SOLID set of 243’s are capable of. Charlie at RPM Motors did these heads and they are pretty outstanding; made 538 to the tire with heads, cam, vaccuum pump, and methanol injection.
The addition of the stroker crank(4”), CP pistons, and Carrillo rods in 2015 made 575rwhp w/methanol injection and no Klotz.
With the addition of these recent intake mods I’ve completed & methanol she should be well over 600 at the tire, but we’ll see here in the next week or so.
P.S. Austin took over RPM Motors as Charlie has retired. Now the shop is called Paragon Engines. Austin is one of the most HONEST and knowledgeable engine builders that you will find. He’s VERY qualified in tuning as well. Anyone who’s tuned a 102mm TB for street use N/A application knows how much of a bear it is.
Austin can literally can do it all when it comes to cars; more specifically Corvettes. He chooses to stick to tuning and engines, because he loves it the most.
As a US Marine I don’t give up, and I want to prove what a SOLID set of 243’s are capable of. Charlie at RPM Motors did these heads and they are pretty outstanding; made 538 to the tire with heads, cam, vaccuum pump, and methanol injection.
The addition of the stroker crank(4”), CP pistons, and Carrillo rods in 2015 made 575rwhp w/methanol injection and no Klotz.
With the addition of these recent intake mods I’ve completed & methanol she should be well over 600 at the tire, but we’ll see here in the next week or so.
P.S. Austin took over RPM Motors as Charlie has retired. Now the shop is called Paragon Engines. Austin is one of the most HONEST and knowledgeable engine builders that you will find. He’s VERY qualified in tuning as well. Anyone who’s tuned a 102mm TB for street use N/A application knows how much of a bear it is.
Austin can literally can do it all when it comes to cars; more specifically Corvettes. He chooses to stick to tuning and engines, because he loves it the most.
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HC Mechanic (04-03-2018)
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HC Mechanic (04-03-2018)
04-03-2018, 05:36 PM
#60
Burning Brakes
Thread Starter