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I posted the chart in the TPI section. I emailed Don the graph as somehow I can't seem to upload it. Here are the highs. 401.39rwhp at 6050 rpm. 390.44rwtq at 5200rpm. Not bad for a TPI car with an auto and high stall.
That is a 70hp and 20tq improvement over the last combo. This should get me close to the high 11's if I can hook up. Not to shabby for a head/cam combo and moded TPI.
__________________ Best of 11.57 and 115.73 mph(1811DA). Motor: Dart SHP block 368ci, AFR Comp 195cc heads, 11.1:1 comp, highly modified TPI 1st style SLP runners, moded GM plenum and First Injection TPI intake manifold, Mike Jones 3/4 race cam, Yank PT4000 converter, Dyno Don 1 3/4" shorty headers, Dyno Don custom exhaust, custom cold air intake, AS&M monoblade throttle body. Meziere electric water pump. Mufflex 3.5" exhaust catback. Magnaflow 3.5" muffler#12909. Kevin91Z Tune. 4L60E installed. Now 420RWHP, 417RWTQ with new motor.
Hey Vincent we are talking low 12's maybe even a high 11. Looking at the horsepower under the curve it is boatloads over the old combo. We are talking over 100hp at say 5800rpm. And as Brandon has stated we have dyno tuning to do yet. Got the First intake to do yet. Got the 4L60E transmission to do yet.
The Blue Bunny was on top for a couple years. Then Vincent was was on top for a couple years. Now it appears that the Allen Dynasty will be in effect once he decides to take it to the track. If i was Vincent I think this would be cause for concern, especially with his tranny reliability issues.
The Dyno results are very impressive and leave me speachless. I can't fathom the paradigm shift that must have occured in the build of this engine for this to be plausible with a TPI based 350 ( I assume this is a 350-355 CID engine, yes?).
Stuff like this almost makes me want to unload the Z06 and start another build......
Yeah it's really close between Allen and Vincent. Vincent's last rwhp was far away from 401rwhp, his at 373rwhp. And then he is putting down more tq than Allen's 390rwtq with a 411rwtq. Then considering the track numbers It gets real interesting. Then mine in the 1/8th didnt do good enough so something is off. And I can tell how it's running now.
Hey Vincent we are talking low 12's maybe even a high 11
my buddies 00 SS made 365whp on a untuned torquer II cam and ran 12.2 at 114 on a slipping clutch. could have had high 11 easily. 400whp should be 11's but then again, 3700+lb weight might effect it some. i'm not sure what my buddies car weighed...it had leather, power everything, 12 bolt and T56. probly atleast 3600lb race weight
I can only imagine how the numbers would look on one of those 30"+ barometer days (was it actually that low, or was the engine sucking the air out of the room?).
I also then wonder how the extra weight of a cage is going to affect the track times - You're getting close to "cage" territory at some tracks.
A stock 4L60 isn't going to do it for you - obviously. When you build up the unit, although they are a little more pricey, you might want to look into the 4L80 as an alternative. There are more kits and parts available to swap them into a lot more vehicles, from crossmembers to stand-alone controllers.
At the meeting I couldn't get over how neatly put together and streetable it was, I expected it to be a monster after seeing what went into it... (no offense, you know)
Jealous! 'cause I have a different setup going in! But not sorry, since I wasn't shooting for the top. I'm really happy that people like Allen and Jerry are trying new things with the TPI... I never liked the look of super rams.
(I hope my DSL gets fixed so I can load the video!)
Yeah it's really close between Allen and Vincent. Vincent's last rwhp was far away from 401rwhp, his at 373rwhp. And then he is putting down more tq than Allen's 390rwtq with a 411rwtq. Then considering the track numbers It gets real interesting. Then mine in the 1/8th didnt do good enough so something is off. And I can tell how it's running now.
You can't go by the torque number Allen got. If you look at the chart in the tpi post it shows N/A for any readings below 4700 rpm. He has a loose converter and his torque peak comes in before the torque converter locks completely. Stick shift cars like Vincent's show readings from below 3000 rpm up. I suspect his torque peak is around 3600-3800 rpm. As far as rwhp goes, Vincent has less drive train loss than Allen. If Allen had a stick shift, his numbers would be even higher.
his torque rises to 390 then falls...looks like its peaking to me at near 5150rpms.
thats CRAZY high. i dont think he has much below 4700. typical converter lock mph range is 77-100mph lol and in 3rd gear with 4700rpms and regular tire with those gears, the converter should have locked by now.
Madmax. Also the exhaust system. You need to put Don's headers on and talk to him about a custom exhaust. You will pickup lots of power.
Orr89RocZ. We used 70mph as the WOT point in 3rd gear. This was to insure that the car would not downshift into second gear and to make sure the converter was locked up. Believe me it has plenty of power down low.
We have those. There is so little clearance between the flange and tube that this bolt barely goes in the flange hole. And using any type of regular wrench is impossible due to the lack of wrench handle rotation room
With the headers I have, which has more room for this bolt, is a royal PITA now, and its not accessable from the bottom. At least with the currant headers I can squeeze a allen wrench in but torque is minimal due to the lack of room.
I know what you mean.I have one bolt that the tube goes right across in front of it and the only thing I could ever get on it was a 7/16 open end.Of course it would leak after a very short time so I found a 5/16,but that as well would leak after a short time,then I found the allen head bolts.Problem solved.
Sorry it wont work for your area.I dont understand why header mfg have to sell a product that is nearly impossable to install correctly.
My best header bolts results were using 5/16 12-point fasteners with a length of 7/8 to 1.0 inches. When I installed them I added some red RTV sealant to help keep them in place. I found the regular 3/4 inch header bolts were usually just a hint to short with not enough threads engaged to offer resistance from rotation plus their larger 7/17 6-point head was a PITA to tighten next to certain exhaust ports.
Hi Dave. Hahahaha. No reason why it won't pass smog. Running through dual cats and all smog is in place. Don did a bang up job on the build and installation including the exhaust.
Allen, I was watching Dream Car Garage, and they are getting ready to build a new Vette Zo6 with the Ls7 so of course the first step was a base line dyno pull. They got 424 rwhp and 400 rwtq. The Z06 has a 6 speed, but I'd say you are in the neighborhood.
This thing is actually tamer than the other motor, idles at a lower RPM so it might be cleaner.
that would be awesome... that cam is like the hot cam but with higher lift..
so you're right it should be ok.. but the LS1 guys are having trouble passing smog with the 224/224 .570 .570 112cams.. there are few that have passed with good tunes if the LSA is 114,but it seems this is biggest LS1's can go and pass CA smog.
im currently looking into the 228/230 .566 .566 on 113..(i dont have smog laws up here ) supposedly there are a few guys using this with good results.. more of a road racing cam.. i would have used the ASA cam.. but the 110 LSA scares me away from it..
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oh Hey Allen.. i forgot to ask.. did you ever have the heads flow tested? I just wanted to see what the results were if you did..
Last edited by KiLLJ0Y; 03-05-2007 at 02:06 PM.
Reason: Automerged Doublepost
Dave yes I did. Jerry did the initial porting which was very good. Juan Mendoza did some more refining. After he flowed the heads he asked me if I wanted a new type of intake valve seat installed. He said his tests showed a 5cfm improvement across the board. Of course I went for that hook line and sinker. That is not shown in the results so maybe add another 5cfm to the intake side. Exhaust is flowed with a pipe which is more realistic.
Dave you might give the Patrick G torque cam some serious consideration. Thunder Racing sells it.
I talked to Dave at Thunder Racing about my cam as I was looking into a custom cam. I sent him the details of my build up and pictures of the intake system. He said for what I was doing and the rpm range I should stick with the XFI268 cam. Turned out to be good advice.
Last edited by 1989GTATransAm; 03-05-2007 at 04:02 PM.
Looking at the horsepower under the curve it is boatloads over the old combo. We are talking over 100hp at say 5800rpm. And as Brandon has stated we have dyno tuning to do yet. Got the First intake to do yet. Got the 4L60E transmission to do yet. 
