I'm trying to get a friends C8 dyno'd but on a dynojet I'm not able to get any RPM readings through the OBDII port (normally works in any other car) and the ABS keeps kicking the car down to 1st gear. Anyone heard about this or know what may need to be done to fix it?

 

OBDII? Why aren't you running the pick-up cables off if the plug wires?

 

If you haven't or the shop you are at cannot figure that out? Have your friend slowly get into the vehicle and back away..

 

I had read somewhere whp is around 450-460. When they figure out the tune I’m hoping it will go up.

 

Baseline for the C8s we've tested have been in the neighborhood of 442whp and 426tq give or take. All the cars we've had have had factory NPP - and those figures are with valves open.

Our Sport Cats and exhaust options Supersport X-Pipe and Valvetronic Maxflo offer nice power bumps and uncork the exhaust path - but airflow on the front end is still a bottleneck. You've nailed it. Once these ECUs are cracked and software is released, as well as intake systems, cams, manifolds, and heads, the gains will be far more dramatic.

 

Exactly..and I think you have to disconnect the speed sensors on the wheels or it will freak out.

 

So many of us have spent big dollars to try and get our C5Z06's to come up with those numbers. The first year basic C8 rocks.

 

Something to be said for three pedals, pop-up headlights, and signature taillights though. End of an era.

 

My 97' Coupe with ARE Heads & Cam, Blackwing CAI, LT TPIS Headers, Underdrive Pullies, made 430/400 rwhp/tq back in 2002...with only 5.7 (not really as it is a 346cid). But yes the C8 does really nice right out of the box, but the C5 especially the 02' Z06 was another biggest bang for the buck car at the strip, street, and track.

 

100% And to think great examples can be had in the $20k range! The C6 Z06 is a screaming bargain as well and they can now be had under $40k. Hard to beat that kind of horsepower-per-dollar equation. Hellcats are now in the $40ks as well. What a time to be alive.

 

Mine original motor made 440 rwhp until it blew up at VIR years ago. I, too, had just installed the ARE heads. Unfortunately the tune was a little hot and melted the number 7 piston. I went back to forged LS6. Still running like a top but with a more conservative 418 rwhp.

 

#7 is the cylinder that always runs leaner than the others so the tune has to be a little rich to compensate.

 

Some also put in a compensating injector for that hole. I prefer to back off a little on the AFR and go for longevity as best I can. That is why I really like the performance of the later LSX series of engines. Great power and not stressed too much.

 

I'm familiar with AFR heads but experiencing brain fade trying to recall ARE....can anyone post a link or remind me what ARE is abbreviation for?

 

You are absolutely correct! I mean AFR. ARE is Armstrong's dry sump scavenging system. My bad.

 

Thanks for clarifying SouthernSon

 

Agostino Racing Engines (ARE) out of Canada.

 

Perhaps that, too. And this.

https://www.drysump.com/index.php/oi...enge-only-pump

 

How much more do you want out of a 2 valve 6.2L? I’m sure GM didn’t leave much on the table as far as a tune goes.

 

Naturally aspirated engines are significantly more difficult to extract extra power from than forced induction with ECU tuning, but I'm confident there's still room for improvement from the OEM map. Just like aftermarket performance exhausts are showing real gains over the performance NPP exhaust option from the factory. Just like 200 cpsi Sport Cats flow better than the restrictive OEM catalysts. The same will be true for aftermarket intakes, manifolds, cams, head packages, and so on. Software will enable/instruct the ECU to take full advantage of the aftermarket performance parts installed - but even bone stock cars will see improvements.

Performance car or not, there are examples in every vehicle of efforts of cost savings for large scale production, fuel economy efforts, and emissions compliance over outright performance. The AFM cylinder deactivation is the most obvious execution of this in the C8 Corvette.

As an example, our ExperTune software for Porsche's 991.2 GT3 makes 25hp and 19lb ft of torque - on one of the raciest naturally aspirated engines on the planet - a 4.0L flat six making 500 brake horsepower from the factory - that's 125bhp per liter bone stock. So if an engine like that, pushing the absolute envelope of performance, can still get gains, I'm certain the C8 will too.