eclou

My 951 transplant has been completed by Eric at TPC. I got to ride in it last weekend on a base tune. It got a full dyno tune today on a Mustang dyno and pulled 375 whp on 93 octane. That required an upgrade on the factory LS1 injectors to 42# units, and even then they are at 80-85% duty cycle.

My engine combo is a 98 LS1 motor with upgraded LS6 oil pump, LS2 timing chain, LS6 intake, ported TB, mildly ported 241 heads, S&P 1 5/8" mid-length headers going to a 4" Y-pipe followed by 3.5" single pipe to a 12" x 6" Magnaflow can, NGK TR55 plugs, Magnecore wires. Cam is Comp Cams 224/230 duration .581 lift on a 111 LSA. XER lobe profile. 918 Beehive springs and hardened stock length pushrods. All emissions have been deleted and there is no cat. Car is running on MAP with no MAF.

The video of an early run to 368 whp:

http://www.youtube.com/watch?v=3iXLg...layer_embedded


Eric is trailering the car to me on Friday. I am very pleased with results. As you can see there is plenty of power being developed with even the smaller primary headers. On a Dynojet the car could read closer to 400 whp.

Car is a track-only vehicle and I intend to upgrade the fuel system later with a higher volume pump and 50-55# injectors and retune with a possibility of running E85 as a switchable program.

ritzblitz

Error?

eclou

try

http://www.youtube.com/watch?v=3iXLg6ZQsE4

rdanford

Looks and sounds great, plus that's some great power! Can't wait to get my first ride when Eric completes mine...

TonyG

Interesting about the injector sizes.

I've raced my 241 headed, cammed LS1 making 389RWHP on a dynojet (sae corrected) for 5 years on stock injectors & stock fuel pump.

I'll go back and check out my old data logs. But I don't remember getting over 80% on the stock injectors.

TonyG

eclou

Tony a quick browse of LS1tech shows the stock injector sizes to be:

1998: 28.6 lb/hr
1999-2000: 26.4 lb/hr
2001-2002: 28.8 lb/hr

I will get my dyno sheet up but my AFR climbs to 12.8 at the top similar to yours.

Maybe that .2 lb/hr is making all the difference...

TonyG

12.8 is where I would want the a/f ratio. Were you trying to get it richer?

Also, I'm not sure that you'll gain much by going E85 on these engines. You'd be able to do the same on 100 octane unleaded for sure as these engines (in relatively stock form) don't really want a lot more advance. So you might be able to pick up a little...but I doubt it's gonna be worth the fuel costs. This assuming that you're still running the stock (or close to stock) compression ratios...

Oh... BTW, I still run a MAF even though the PCM has been setup to run without it just in case it fails. But the drivability is better with a MAF (no surprise there). I can't really feel any difference in power without the MAF. So I run it.

TonyG

eclou

The only reason I am worried about 12.8 is that sometimes I run on tracks when the temps are down to 30-40F, and with the ram-air effect on the front straight of TWS I don't want to potentially lean-out and cook the motor (although it would be much, much, much, much cheaper to deal with!!!).

I am re-thinking the E85. For the ~15hp increase that the LS1tech guys see, the ~30% increased fuel consumption is not going to be worthwhile, especially since there is no local pump next to my intended tracks. I am going to punt on the E85 for now. My mechanical compression ratio is stock.

Gene

docwyte

Great results! Can you take a closer picture of your air intake setup? That looks like a stock airbox... Who ported your throttle body?

Nice to see that with the new cam I have coming I should hit the hp numbers I want. I'm going with an EPS 226/230 .600/.602 115 LSA +4 advance.

I saw the same results as Tony, I have *lots* of injector head room. I have a larger set ready to go if needed but it doesn't look like I'll need them.

I also agree that 12.8 AFR is where you want to be. I have an aversion to speed/density tuning, the MAF does such a good job with drivability and letting the ECU adapt to different conditions. It's particularly important at altitude where I live...

eclou

Doc I bought a ported TB off LS1tech classifieds for maybe $50. The airbox is from a 2001(?) Formula Firebird. I will get good pix up when I get the car back Friday.

LS1Porch

I'm pretty sure that with a '98 motor/pistons and the 241 heads your compression ratio is going to be higher than stock, in the 11:1 range.

Agreed about the injectors, something is weird.

docwyte

Thanks, I'm very curious how it fits in there...

TonyG

Hey Doc...

Just as an FYI, stock 241 intake ports (or even the 243 LS6 heads) don't flow any more cfm over .500" lift. They flow the same at .500" as they do at .600" and up.


TonyG

docwyte

Hmm, well I've got the cam coming, so I'll toss it in and see what happens...

eclou

Doc you really should get a mild port on the heads. It is going to be the bottleneck in your setup. Check your local Craiglist as many folks will do a ported head exchange for $300-400. Without it your cam is not likely to give you the gains you seek.