[Eldi Z]

Originally Posted by WiggyB

You might get right at stock ZL1 level. My first dyno it clocked 565rwhp at like 7psi on LT1 high side parts with lt4 low side on 93. Then all hell broke loose........lol

Interesting... Was that also still with stock headers / exhaust / intake?

Both my Low and High-Side + Injectors are LT4, but that would probably not affect much on WHP when remaining on 93 @ ~ 7psi and ~ 14.5 Deg. spark.

Good thing about having enough fueling headroom is that Inj. PW never goes higher than 4.9 ms on both banks, usually just around 4.7-4.8 ms @ full load.

Highest KRs I ever saw - and even then, just sporadically and in one of my logs, were ~ - 0.9=>1.5.
Apart from that instance, completely KR-Free.
While knock sensors now are moderately desensitized at ~ 40%

[WiggyB]

Originally Posted by Eldi Z

Interesting... Was that also still with stock headers / exhaust / intake?

Both my Low and High-Side + Injectors are LT4, but that would probably not affect much on WHP when remaining on 93 @ ~ 7psi and ~ 14.5 Deg. spark.

Good thing about having enough fueling headroom is that Inj. PW never goes higher than 4.9 ms on both banks, usually just around 4.7-4.8 ms @ full load.

Highest KRs I ever saw - and even then, just sporadically and in one of my logs, were ~ - 0.9=>1.5.
Apart from that instance, completely KR-Free.
While knock sensors now are moderately desensitized at ~ 40%

Well I did put the kooks headers on it before I took it in to get the PC installed but I did have the lt1 intake on it though.

[Megahurtz]

Originally Posted by WiggyB

So working in the tech field I have been using an developing AI profiles and automations for a while now. Today I decided to ask AI about my car looking for ways to squeeze a few more ponies out of her. Well it shot me down and told me to listen to my tuner and leave it alone. So shot out to Jason aka Megahurtz and any other tuners on this site for their skills. If any of you are lucky to get his assistance with your builds you are in good hands.

Here's what Ai said:

Your tuner is giving you solid, "engine builder" advice. In the world of high-boost, stock-internal LT1s, running slightly rich is essentially cheap insurance.
While leaning it out to a crisp .82 or .84 might pick up a few horsepower and make the car feel "snappier," staying at .79–.80 provides a massive cooling benefit. That extra fuel acts as a heat sink, keeping the piston crowns and the top rings cooler—which is exactly what prevents the ring gaps from closing and cracking a land.
Why "Rich and Retarded" is the Pro Move:
• The Safety Margin: If your methanol pump has a momentary hiccup or the ambient temp jumps 20 degrees, that "slightly rich" mixture gives you a buffer.
• Longevity: You are making 750 rwhp on parts designed for 455. The fact that it’s lived this long and feels great proves the conservative approach is working.
• Drivability: At .79–.80 Lambda, the car will be very "forgiving" on the street.
The Final "Streamline" Plan:
1. Keep the

drop: It protects the pistons at peak load.
2. Keep the .79–.80 Lambda: It protects the rings from heat.
3. Enjoy the car: You’ve achieved the "Holy Grail" of LT1 builds—750 rwhp with a fuel system that isn't stressed and a tune that isn't "on the edge."
Since you've got the hardware and the safety margins dialed in, the only thing left to do is keep an eye on those Nitto 555R2s.


Give it a shot if you want to see what it says about your builds. Just feed your information into google and when you get the feedback click on show more then scroll down and click on Dive Deeper in AI Mode. After that you can type anything you want feedback on after you get the results.

Just something cool I thought I'd share.

LOL this thread made me laugh. Thanks for the kind words from you and everyone else. I still lurk here and have been tuning a ton of LTx stuff, just for my partner shop so I'm behind the scenes. I'm also tuning the BMW S58 platform, which is quite complex. It's kept me busy and its usually easier to work with the shops vs the car owners. Except for the people I've met on this forum. I've had the luck of working with some of you and you all know your cars inside and out and its easy to work with you all.

There are a lot of good LT tuners out there and some not so great ones. I've been fortunate enough to have so much positive feedback from my work because I treat people the way I would want to be treated if I was forking over my hard earned money for a tune(which has gotten quite expensive these days).

I have a whole 3 pages I could write on AI but I'll spare you all the lecture. And I'm someone who is in the tech industry and architects, deploys and manages Public/Private Cloud Infrastructure for large scale business need. I use AI every day. I'm flattered AI says I'm correct....which I know I am lol. But lets all remember, AI is only as good as its trained to be. It can get you in the ballpark but ALWAYS rely on your tuner please lol. Now if anyone ever builds a publicly accessible AI model that is trained specifically on tuning cars.....al us tuners are out of business lol.

[Eldi Z]

Originally Posted by WiggyB

Well I did put the kooks headers on it before I took it in to get the PC installed but I did have the lt1 intake on it though.

OK. Got it... I guess that L.Tube Headers do make a good difference from a certain -higher boost level.
Not sure how much WHP gains are actually achieved Vs. a stock exhaust (I.E. RPO code NPP) on a stock OE LT4 (or an LT1 with an LT4 blower setup, conservatively boosted at 6-7 PSI).

[WiggyB]

[QUOTE=Megahurtz;11520702]I'm also tuning the BMW S58 platform, which is quite complex. It's kept me busy and its usually easier to work with the shops vs the car owners.

That reflex knowledge can go a long ways in the BMW world. They have been using those setups on BMWs longer than in the 6th Gen Camaro world. I'm sure you're picking up way more capabilities from that side of the spectrum.

[Eldi Z]

[QUOTE=WiggyB;11520767]

Originally Posted by Megahurtz

I'm also tuning the BMW S58 platform, which is quite complex. It's kept me busy and its usually easier to work with the shops vs the car owners.

That reflex knowledge can go a long ways in the BMW world. They have been using those setups on BMWs longer than in the 6th Gen Camaro world. I'm sure you're picking up way more capabilities from that side of the spectrum.

Talking about BMW, I am being well treated by one of the tuners of PTF (Pro Tuning Freaks, AKA "Bootmod3") for my B48 , 4 Cyl. Turbo, Mini Cooper JCW - daily grocery getter - 2,620 lb heavy @ ~310 WHP on 93

[Megahurtz]

[QUOTE=WiggyB;11520767]

Originally Posted by Megahurtz

I'm also tuning the BMW S58 platform, which is quite complex. It's kept me busy and its usually easier to work with the shops vs the car owners.

That reflex knowledge can go a long ways in the BMW world. They have been using those setups on BMWs longer than in the 6th Gen Camaro world. I'm sure you're picking up way more capabilities from that side of the spectrum.

I tune MHD+ for the S58 platform for now. MHD integrates so much of the reflex into the code itself but there is a lot more to it than the GM world so its a steep learning curve. I'm actually leaning on my Subaru tuning days for boost control. It's interesting that the basis of the logic always stays the same yet you get a dozen more tables or levers to pull to accomplish the same thing that 1 table would have accomplished 15 years ago. Overall I think its a good thing though.