A&A V3 Si Ordered
06-18-2014, 01:44 AM
#41
Got the car back today. MAF tune, no boost gauge. My car with a V2 SI, 1 3/4 long tubes, catless xpipe and straight pipes made 488/464!! Was expecting some valve float on the old stock springs but they held up fine.
Joe is gonna email me the dyno sheet and video. Im pretty excited.
Joe is gonna email me the dyno sheet and video. Im pretty excited.
PS Did he tell you how much timing?
06-20-2014, 01:22 AM
#42
Melting Slicks
Im on 8lbs with 15* of timing. I could have went further but I was already making 620 wheel which is enough for me anyway. We also have 93 octane here. Get your Cat issue figured out and that will give you a major power upgrade. Thats a major jam in airflow. That and give that thing some more timing! Meth as someone mentioned probably isnt a bad idea since you live in such a high temp climate.
06-21-2014, 04:42 AM
#43
Im on 8lbs with 15* of timing. I could have went further but I was already making 620 wheel which is enough for me anyway. We also have 93 octane here. Get your Cat issue figured out and that will give you a major power upgrade. Thats a major jam in airflow. That and give that thing some more timing! Meth as someone mentioned probably isnt a bad idea since you live in such a high temp climate.
06-24-2014, 08:15 PM
#44
Few things:
1.) Cool build and thanks for sharing
2.) I would say you are about 75-100rwhp short of what I would have expected
3.) Like everyone said, you need exhaust, valve springs, and it would likely stand to benefit from a few more degrees of timing. I'd avoid changing pulleys for now until you confirm the problem.
4.) Negotiate another tune at a major discount.
5.) Report back :-)
Subscribing... Also, I may have missed it but what size injectors you running?
1.) Cool build and thanks for sharing
2.) I would say you are about 75-100rwhp short of what I would have expected
3.) Like everyone said, you need exhaust, valve springs, and it would likely stand to benefit from a few more degrees of timing. I'd avoid changing pulleys for now until you confirm the problem.
4.) Negotiate another tune at a major discount.
5.) Report back :-)
Subscribing... Also, I may have missed it but what size injectors you running?
06-24-2014, 11:45 PM
#45
Few things:
1.) Cool build and thanks for sharing
2.) I would say you are about 75-100rwhp short of what I would have expected
3.) Like everyone said, you need exhaust, valve springs, and it would likely stand to benefit from a few more degrees of timing. I'd avoid changing pulleys for now until you confirm the problem.
4.) Negotiate another tune at a major discount.
5.) Report back :-)
Subscribing... Also, I may have missed it but what size injectors you running?
1.) Cool build and thanks for sharing
2.) I would say you are about 75-100rwhp short of what I would have expected
3.) Like everyone said, you need exhaust, valve springs, and it would likely stand to benefit from a few more degrees of timing. I'd avoid changing pulleys for now until you confirm the problem.
4.) Negotiate another tune at a major discount.
5.) Report back :-)
Subscribing... Also, I may have missed it but what size injectors you running?
Injectors are 60# from A&A kit.
Last edited by jmxp69; 06-24-2014 at 11:59 PM.
06-25-2014, 12:05 AM
#46
Getting lots of recommendations for springs, so I'm ready to get a set. I'm thinking of the A&A Stage 1 Cam: 220/228 .581/.588 .050 116
Any dual spring recommendations that will work with the stock cam and these cam specs or should I just wait until I get the new cam?
Any dual spring recommendations that will work with the stock cam and these cam specs or should I just wait until I get the new cam?
07-17-2014, 01:03 AM
#47
I updated my mod thread but forgot to update this one.
Headers/x-pipe added and only 10hp gain at peak, but gains of ~35hp/35tq under the curve. So 460/435 now. Getting a little annoyed.
Cam/springs/chain/pushrods/trunion upgrade ordered, more to come...
Headers/x-pipe added and only 10hp gain at peak, but gains of ~35hp/35tq under the curve. So 460/435 now. Getting a little annoyed.
Cam/springs/chain/pushrods/trunion upgrade ordered, more to come...
07-17-2014, 10:27 AM
#48
NCM Bash 2008-2018
Member Since: Jul 1999
Location: Granby, MA Talladega Super Speedway Vettes 4 Vets Ambassador
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I updated my mod thread but forgot to update this one.
Headers/x-pipe added and only 10hp gain at peak, but gains of ~35hp/35tq under the curve. So 460/435 now. Getting a little annoyed.
Cam/springs/chain/pushrods/trunion upgrade ordered, more to come...
Headers/x-pipe added and only 10hp gain at peak, but gains of ~35hp/35tq under the curve. So 460/435 now. Getting a little annoyed.
Cam/springs/chain/pushrods/trunion upgrade ordered, more to come...
Have you called A&A for any ideas? Something seems a miss.I have been seriously looking and contemplating getting this kit, but i'll be honest I would be very upset with those type of numbers. My mods are in my signature. My car has 92,000 on it but I still would have to see 500 rwhp for me to feel I justified spending $$$$ putting on a supercharger.
Last edited by XtremeVette; 07-17-2014 at 11:25 AM.
07-17-2014, 03:45 PM
#49
I have a couple of thoughts on this:
1) It is a system after all, so while I've done the work to stuff air in, and let it out, I apparently haven't done enough to let it flow internally (cam/heads).
2) Timing: 10* isn't enough. Personally I think that's where [most of] the problem is. There are tons of threads out there with folks running 15+. After the cam, I'm buying HPTuners and I'm going to start data logging to see what's going on with KR.
3) Something is going on at the top of my dyno chart. There's a falloff just north of 5k rpm and I don't know what's causing it (another reason I want to start logging). Could be valve float, could be belt slip…just don't know. I don't believe it's pulling timing because I believe when that happens, it won't resume making power like it does. I have a feeling if I can sort out that dip, I would be on a better trajectory to the goal. I had a long discussion with one of our local fast guys about this.
4) Heat/compression: Those dyno pulls happened after a 45 minute drive to the dyno. We strapped it down and started the session with no break and it was 105* plus outside on 91 octane. For locals, this is not an unusual outcome and they all say, "go back in December and see what it does". This pattern has been repeated on other cars.
5) The headers weren't a total wash. I see +35hp/35tq below the curve. The reality is, those are solid gains albeit we didn't see big peak gains that would have put me on par with similar builds which leads me to believe the problem lies elsewhere.
6) I really need to dig in to AFR. I see LOTS of opinions here. Some tune boosted cars for high 10's on dyno, some mid 11's, some say mid 12's are fine. I haven't formed enough of an opinion to decide where to go with this, but I'm high 11's. Lean is mean, so there may be more power by manipulating AFR but given our crappy gas and heat, it might be wise to stay close to 11. This one is relatively low on the list.
I'm spending quite a bit of time researching head options. I'm thinking PP 241's or moving to PP 317 (LQ9) to get the CR a little lower which may allow more timing and more boost.
I've consulted with Josh every step of the way, he's always been very engaging and helpful.
Edit: Peak is 460rwhp right now, so more like 40-60hp gap than 80. Factoring our crappy gas, heat, no meth, I'm willing to accept a hit but would have expected something closer to 480.
I know without the logs, it's hard to analyze this, but I am curious to know if anybody has any thoughts on what's going with the consistency of power development after 5.5k on the red graph. Blue graph was pre-header. Three runs with headers and they all exhibit similar characteristics--the big dip at 5.1k is gone.
1) It is a system after all, so while I've done the work to stuff air in, and let it out, I apparently haven't done enough to let it flow internally (cam/heads).
2) Timing: 10* isn't enough. Personally I think that's where [most of] the problem is. There are tons of threads out there with folks running 15+. After the cam, I'm buying HPTuners and I'm going to start data logging to see what's going on with KR.
3) Something is going on at the top of my dyno chart. There's a falloff just north of 5k rpm and I don't know what's causing it (another reason I want to start logging). Could be valve float, could be belt slip…just don't know. I don't believe it's pulling timing because I believe when that happens, it won't resume making power like it does. I have a feeling if I can sort out that dip, I would be on a better trajectory to the goal. I had a long discussion with one of our local fast guys about this.
4) Heat/compression: Those dyno pulls happened after a 45 minute drive to the dyno. We strapped it down and started the session with no break and it was 105* plus outside on 91 octane. For locals, this is not an unusual outcome and they all say, "go back in December and see what it does". This pattern has been repeated on other cars.
5) The headers weren't a total wash. I see +35hp/35tq below the curve. The reality is, those are solid gains albeit we didn't see big peak gains that would have put me on par with similar builds which leads me to believe the problem lies elsewhere.
6) I really need to dig in to AFR. I see LOTS of opinions here. Some tune boosted cars for high 10's on dyno, some mid 11's, some say mid 12's are fine. I haven't formed enough of an opinion to decide where to go with this, but I'm high 11's. Lean is mean, so there may be more power by manipulating AFR but given our crappy gas and heat, it might be wise to stay close to 11. This one is relatively low on the list.
I'm spending quite a bit of time researching head options. I'm thinking PP 241's or moving to PP 317 (LQ9) to get the CR a little lower which may allow more timing and more boost.
I've consulted with Josh every step of the way, he's always been very engaging and helpful.
Edit: Peak is 460rwhp right now, so more like 40-60hp gap than 80. Factoring our crappy gas, heat, no meth, I'm willing to accept a hit but would have expected something closer to 480.
I know without the logs, it's hard to analyze this, but I am curious to know if anybody has any thoughts on what's going with the consistency of power development after 5.5k on the red graph. Blue graph was pre-header. Three runs with headers and they all exhibit similar characteristics--the big dip at 5.1k is gone.
Last edited by jmxp69; 07-17-2014 at 04:12 PM.
07-17-2014, 04:24 PM
#50
NCM Bash 2008-2018
Member Since: Jul 1999
Location: Granby, MA Talladega Super Speedway Vettes 4 Vets Ambassador
Posts: 9,008
Received 75 Likes
on
60 Posts
Middle TN Events Coordinator
Cruise-In 1, 3, 9. 10 & 11 Veteran
I have a couple of thoughts on this:
1) It is a system after all, so while I've done the work to stuff air in, and let it out, I apparently haven't done enough to let it flow internally (cam/heads).
2) Timing: 10* isn't enough. Personally I think that's where [most of] the problem is. There are tons of threads out there with folks running 15+. After the cam, I'm buying HPTuners and I'm going to start data logging to see what's going on with KR.
3) Something is going on at the top of my dyno chart. There's a falloff just north of 5k rpm and I don't know what's causing it (another reason I want to start logging). Could be valve float, could be belt slip…just don't know. I don't believe it's pulling timing because I believe when that happens, it won't resume making power like it does. I have a feeling if I can sort out that dip, I would be on a better trajectory to the goal. I had a long discussion with one of our local fast guys about this.
4) Heat/compression: Those dyno pulls happened after a 45 minute drive to the dyno. We strapped it down and started the session with no break and it was 105* plus outside on 91 octane. For locals, this is not an unusual outcome and they all say, "go back in December and see what it does". This pattern has been repeated on other cars.
5) The headers weren't a total wash. I see +35hp/35tq below the curve. The reality is, those are solid gains albeit we didn't see big peak gains that would have put me on par with similar builds which leads me to believe the problem lies elsewhere.
6) I really need to dig in to AFR. I see LOTS of opinions here. Some tune boosted cars for high 10's on dyno, some mid 11's, some say mid 12's are fine. I haven't formed enough of an opinion to decide where to go with this, but I'm high 11's. Lean is mean, so there may be more power by manipulating AFR but given our crappy gas and heat, it might be wise to stay close to 11. This one is relatively low on the list.
I'm spending quite a bit of time researching head options. I'm thinking PP 241's or moving to PP 317 (LQ9) to get the CR a little lower which may allow more timing and more boost.
I've consulted with Josh every step of the way, he's always been very engaging and helpful.
Edit: Peak is 460rwhp right now, so more like 40-60hp gap than 80. Factoring our crappy gas, heat, no meth, I'm willing to accept a hit but would have expected something closer to 480.
I know without the logs, it's hard to analyze this, but I am curious to know if anybody has any thoughts on what's going with the consistency of power development after 5.5k on the red graph. Blue graph was pre-header. Three runs with headers and they all exhibit similar characteristics--the big dip at 5.1k is gone.
1) It is a system after all, so while I've done the work to stuff air in, and let it out, I apparently haven't done enough to let it flow internally (cam/heads).
2) Timing: 10* isn't enough. Personally I think that's where [most of] the problem is. There are tons of threads out there with folks running 15+. After the cam, I'm buying HPTuners and I'm going to start data logging to see what's going on with KR.
3) Something is going on at the top of my dyno chart. There's a falloff just north of 5k rpm and I don't know what's causing it (another reason I want to start logging). Could be valve float, could be belt slip…just don't know. I don't believe it's pulling timing because I believe when that happens, it won't resume making power like it does. I have a feeling if I can sort out that dip, I would be on a better trajectory to the goal. I had a long discussion with one of our local fast guys about this.
4) Heat/compression: Those dyno pulls happened after a 45 minute drive to the dyno. We strapped it down and started the session with no break and it was 105* plus outside on 91 octane. For locals, this is not an unusual outcome and they all say, "go back in December and see what it does". This pattern has been repeated on other cars.
5) The headers weren't a total wash. I see +35hp/35tq below the curve. The reality is, those are solid gains albeit we didn't see big peak gains that would have put me on par with similar builds which leads me to believe the problem lies elsewhere.
6) I really need to dig in to AFR. I see LOTS of opinions here. Some tune boosted cars for high 10's on dyno, some mid 11's, some say mid 12's are fine. I haven't formed enough of an opinion to decide where to go with this, but I'm high 11's. Lean is mean, so there may be more power by manipulating AFR but given our crappy gas and heat, it might be wise to stay close to 11. This one is relatively low on the list.
I'm spending quite a bit of time researching head options. I'm thinking PP 241's or moving to PP 317 (LQ9) to get the CR a little lower which may allow more timing and more boost.
I've consulted with Josh every step of the way, he's always been very engaging and helpful.
Edit: Peak is 460rwhp right now, so more like 40-60hp gap than 80. Factoring our crappy gas, heat, no meth, I'm willing to accept a hit but would have expected something closer to 480.
I know without the logs, it's hard to analyze this, but I am curious to know if anybody has any thoughts on what's going with the consistency of power development after 5.5k on the red graph. Blue graph was pre-header. Three runs with headers and they all exhibit similar characteristics--the big dip at 5.1k is gone.
07-17-2014, 07:22 PM
#51
Melting Slicks
Timing has a lot to do with it in my opinion. 10 is nothing for your set up.
My car loves 17 degrees under boost with 11.2 air fuel 93 pump gas 9 psi 3.85 pulley. Rest of mods in sig. Just make sure you at least have 60lb injectors and lpe pump and or boost a pump to support it.
My car loves 17 degrees under boost with 11.2 air fuel 93 pump gas 9 psi 3.85 pulley. Rest of mods in sig. Just make sure you at least have 60lb injectors and lpe pump and or boost a pump to support it.
07-20-2014, 07:35 AM
#52
I have the 60# injectors A&A supplies with their kit. Just ordered HPTuners and will be doing some logging after cam and conversion to SD tune. OAT was 110* when the blower tune was done. IAT can have a pretty significant impact on timing right?
07-31-2014, 09:30 PM
#54
Did a bunch of logging. On a very hot 115* day I saw 4*KR. Several additional WOT pulls at slightly lower OATs w no KR. So I definitely think the timing is at the edge of what can be accomplished with our lousy 91octane and high temps.
Decided to install Aklycontrol kit w cam/springs/pushrods/timing chain. More to follow.
Decided to install Aklycontrol kit w cam/springs/pushrods/timing chain. More to follow.
07-31-2014, 10:16 PM
#55
Ive been looking at the Alkycontrol kit also. Are you installing it yourself? PM me if you do so I can take a peek or lend a hand to see if its something Id like to do or have someone do it for me.
07-31-2014, 10:43 PM
#56
It would have been a logistics mess to get in the middle of all of that. Plus I'm counting on Joe to help ensure everything works well together with this somewhat lengthy list of updates.
08-11-2014, 07:50 PM
#57
Hey guys,
Dropped the car off for the upgrades today. Looking for opinions on a topic that's been beat to death: 100% meth vs 50/50 meth/water. Before we get into religious beliefs, let me put some facts out related to my situation:
- v3SI with headers is set for 10* @ WOT due to 135*+ IATs and 91 octane. I've logged the car and I'm confident in the tuner. I believe he has it right.
- Stock heads/compression ratio. 3.48" pulley, ~10psi.
- HP suffers of course: 460whp/440tq, which is why I'm adding meth.
- Goal is 520-550whp. I don't really want more than that until I can harden some other components. So I'm NOT designing/configuring for max effort, just need to overcome IAT/91octane limits with boost.
Interested in opinions/facts. It is an Alkycontrol kit so 100% meth is an option.
100% meth or 50/50?
Dropped the car off for the upgrades today. Looking for opinions on a topic that's been beat to death: 100% meth vs 50/50 meth/water. Before we get into religious beliefs, let me put some facts out related to my situation:
- v3SI with headers is set for 10* @ WOT due to 135*+ IATs and 91 octane. I've logged the car and I'm confident in the tuner. I believe he has it right.
- Stock heads/compression ratio. 3.48" pulley, ~10psi.
- HP suffers of course: 460whp/440tq, which is why I'm adding meth.
- Goal is 520-550whp. I don't really want more than that until I can harden some other components. So I'm NOT designing/configuring for max effort, just need to overcome IAT/91octane limits with boost.
Interested in opinions/facts. It is an Alkycontrol kit so 100% meth is an option.
100% meth or 50/50?
Last edited by jmxp69; 08-11-2014 at 07:52 PM.
08-11-2014, 11:51 PM
#58
Melting Slicks
Hey guys,
Dropped the car off for the upgrades today. Looking for opinions on a topic that's been beat to death: 100% meth vs 50/50 meth/water. Before we get into religious beliefs, let me put some facts out related to my situation:
- v3SI with headers is set for 10* @ WOT due to 135*+ IATs and 91 octane. I've logged the car and I'm confident in the tuner. I believe he has it right.
- Stock heads/compression ratio. 3.48" pulley, ~10psi.
- HP suffers of course: 460whp/440tq, which is why I'm adding meth.
- Goal is 520-550whp. I don't really want more than that until I can harden some other components. So I'm NOT designing/configuring for max effort, just need to overcome IAT/91octane limits with boost.
Interested in opinions/facts. It is an Alkycontrol kit so 100% meth is an option.
100% meth or 50/50?
Dropped the car off for the upgrades today. Looking for opinions on a topic that's been beat to death: 100% meth vs 50/50 meth/water. Before we get into religious beliefs, let me put some facts out related to my situation:
- v3SI with headers is set for 10* @ WOT due to 135*+ IATs and 91 octane. I've logged the car and I'm confident in the tuner. I believe he has it right.
- Stock heads/compression ratio. 3.48" pulley, ~10psi.
- HP suffers of course: 460whp/440tq, which is why I'm adding meth.
- Goal is 520-550whp. I don't really want more than that until I can harden some other components. So I'm NOT designing/configuring for max effort, just need to overcome IAT/91octane limits with boost.
Interested in opinions/facts. It is an Alkycontrol kit so 100% meth is an option.
100% meth or 50/50?
Im not real familiar with meth but I think a 50/50 mixture or somewhere around there is a safer route to raise its flash point?
08-12-2014, 12:08 AM
#59
08-12-2014, 12:08 AM
#60
Melting Slicks
I have a couple of thoughts on this:
6) I really need to dig in to AFR. I see LOTS of opinions here. Some tune boosted cars for high 10's on dyno, some mid 11's, some say mid 12's are fine. I haven't formed enough of an opinion to decide where to go with this, but I'm high 11's. Lean is mean, so there may be more power by manipulating AFR but given our crappy gas and heat, it might be wise to stay close to 11. This one is relatively low on the list.
I tuned my car to be around 11.5 AFR from 2000-6800rpm. LS motors are known to go lean on cylinders 7 and 8. Something about the way the intake is made that rams more air down those 2 runners in the back.
I'm spending quite a bit of time researching head options. I'm thinking PP 241's or moving to PP 317 (LQ9) to get the CR a little lower which may allow more timing and more boost.
Make sure you use 4.000" bore (6.0L) head gaskets if you go with the 317 heads.
6) I really need to dig in to AFR. I see LOTS of opinions here. Some tune boosted cars for high 10's on dyno, some mid 11's, some say mid 12's are fine. I haven't formed enough of an opinion to decide where to go with this, but I'm high 11's. Lean is mean, so there may be more power by manipulating AFR but given our crappy gas and heat, it might be wise to stay close to 11. This one is relatively low on the list.
I tuned my car to be around 11.5 AFR from 2000-6800rpm. LS motors are known to go lean on cylinders 7 and 8. Something about the way the intake is made that rams more air down those 2 runners in the back.
I'm spending quite a bit of time researching head options. I'm thinking PP 241's or moving to PP 317 (LQ9) to get the CR a little lower which may allow more timing and more boost.
Make sure you use 4.000" bore (6.0L) head gaskets if you go with the 317 heads.