[PRAY]

Originally Posted by GirlyNFG

Thanks. I'm debating pulleying (not sure how to actually spell it) up to get rid of the meth. My engine has taken serious abuse and I think I'm not ready to build a replacement. Next time out I'm going to try to pull the wheels up

Wish I had 800rwhp. Maybe I could have pulled the wheels. LOL.

But seriously, you are a GM Service rep correct? I think the rear is in bad shape. I feel like the car has the brake on. My mpg is down and the car doesn't want to stay in 4cyl mode any more. I have to apply much more throttle then ever before to keep it moving. It has been doing this just for a while. Have you seen this in your place? I have the typical groaning in the mornings and now the inside tire is spinning over almost like a locker in turns. The rear rotors are worn down pretty bad (I understand the burnouts are helping this but it just seems very excessive for a 7,500 mile car. I actually only give it enough brake to stop forward momentum during the burn out. This car has never dynoed or mph'd well. I don't think it is in the motor though. Just wondering what you have seen cars come back for. Thanks.

I also think you should pulley down, ditch the E85, keep the meth and run race fuel. Your fuel system could take another 100rw on straight gas. Car will be faster in the end.

[GirlyNFG]

We have only seen one diff issue here at my shop. It was during summer and it got a complete diff. Since, it started making the noises again but I dont think she drives it all that hard.

I have a 16 1SS M6 here with a shattered piston on a 2500 mile engine... thats a fun one. Did you know that gm us pays $11,900 for a new LT1?

But, no real issues. Mine doesn't come in the shop here... LOL

I like being on e, I think that is why I have been able to push it like I have. It has leaned out pretty hard a couple times before I added the meth. That's what sold me on it. If I had 93 out here I would maybe consider it...

[Fraxum]

Wow OP I still can't get over your MPH. Even with a < 1.6 second 60' you are trapping over 122 mph. Just using my internet racing brain would your LT1 be putting out in the 500 rwhp neighborhood? And I read those good 60s' should hurt your mph. I still do not understand that maxim.

And my friend had a 2013 auto GT making just about that number on a dyno (with a paxton, LOL) could also just touch the tens in really good air. And the weight would be about the same as your SS. Just sayin.

[PRAY]

Yeah, we hovered right around that 99/123mph mark all day. Went over 99 three times but only over 123 once. By the time I got the fuel and timing dialed in I jacked up the 1/2 shift and 4/5 shift RPM. I will be curious to see what kind of MPH these other guys do next season. No one will be able to do the hold 4th deal so there will be 4 shifts that kill mph. I was also working my way up on tire pressure to get a little wheel speed out of the hole. It was basically dead hooking and laying over pretty hard in the 2,700 to 4K range. MPH would have been way up if I could have pulled through that dead spot with good power. The goal that day was 100/125.

As far as RWHP, I have no idea. This car puts down really crappy dyno numbers. If we got 30rw from the E then you are only looking at 470rw on the dyno mine puts the highest numbers down on. I just went back through the IM/TB combo and put a lot more work into the IM opening and the transition to the TB. I also worked on the back of the TB. I took out everything I could in the IM. There is one thing I would like to get rid of in there but I would have to check the clearances and plastic weld the area really thick to get it the way I want it. Probably not worth anything anyway. I think the TB is the restriction on these motors and a little more plenum volume would have been really nice. I tried to maximize flow potential and cross section if the IM inlet. I left the runners alone. I noticed that they were already larger then what I have been sending out. Nothing left in there. The last thing would be to actually separate the manifold and hit the runners from the inlet side of them.

[parish8]

I suspect at some power level it will be beneficial to leave in 2nd gear and avoid one shift.

[PRAY]

Originally Posted by parish8

I suspect at some power level it will be beneficial to leave in 2nd gear and avoid one shift.

I accidently tried it and it didn't work. Left in 1st and bounced off the limiter in 2nd for a sec before I figured out what was going on. I forgot to put it back in D after my burn out. It was super awesome.

[Snowblind]

You mentioned in another post that you data logged the 1-2, 2-3 and 3-4 shifts and it took .5 to complete each one. When you removed the trans TM did it shorten the shift times any or did it just let you power through it ?

When I read your last post about not being able to hold onto 4th I selfishly plugged in a raised rpm limit, my 305/35/20 with a height of 28.7 can achieve a speed of 123+ with 6750 rpm. Whether it falls flat on its face or not (power wise) is yet to be determined, unless someone else has tried it already.

Just when I thought I would never consider the MSD manifold as a viable option for me...BOOM..you through this out there and now I have to think about the NA downward rabbit hole spiral of spending money, grrr...shoulda just went Maggie and called it a day.

Side note;
I'm somewhat kidding (I think)
Going 10's all motor gives you respect anywhere with any brand car, hard not to go that route when it is within a reasonable grasp

[PRAY]

Originally Posted by Snowblind

You mentioned in another post that you data logged the 1-2, 2-3 and 3-4 shifts and it took .5 to complete each one. When you removed the trans TM did it shorten the shift times any or did it just let you power through it ?

When I read your last post about not being able to hold onto 4th I selfishly plugged in a raised rpm limit, my 305/35/20 with a height of 28.7 can achieve a speed of 123+ with 6750 rpm. Whether it falls flat on its face or not (power wise) is yet to be determined, unless someone else has tried it already.

Just when I thought I would never consider the MSD manifold as a viable option for me...BOOM..you through this out there and now I have to think about the NA downward rabbit hole spiral of spending money, grrr...shoulda just went Maggie and called it a day.

Side note;
I'm somewhat kidding (I think)
Going 10's all motor gives you respect anywhere with any brand car, hard not to go that route when it is within a reasonable grasp

What did I say that made you consider the MSD. I have to verify some testing that was done against my manifold, well, not the testing but the car. I don't think I am considering the MSD anymore for much of anything. I still have to throw it on my car to see what the differences are before I put up any hard data.

I almost went 10's N/A without the use of an aftermarket IM/TB, Exhaust or converter full weight.

You are running some uber tall tires.

With the TM pulled the shifts averaged about .5. The 3/4 shift was consistently the quickest. It averaged around .3 Just no timing drop and no TB closing which extended that time. This tells me that there is still some sort of TM in there that I can't see or turn off yet. There isn't a sharp rpm drop off. It lingers flat for a sec then shifts. The timing was dropped out on average of .4 and the TB closing that comes in half way through that averages about .468. So between the shift, timing drop and TB closing it is all shut down for about .6 with TM fully on.

I haven't messed with any of the shift timing or shift inertia yet. I was planning on leaving that all alone.

[Snowblind]

Originally Posted by PRAY

As much as it pains me to say it, I think a ported MSD in this exact scenario would shine. If I could have raised shift points to 6,700+ and taken advantage of all that extra top end shift extension power we would have been deep into the high tens. Add headers to that and this is a 10 sec car in pretty much any weather I am going to see.

I read your post twice to make sure I didn't take this quote out of context, I hope you agree.

Thanks again for sharing your runs and your info

This forum is awesome, I like the open discussion for us all to get quicker together.

[PRAY]

That was before the testing I just did. Like I said though. I will have to test it on my car with a stock cam.

[PRAY]

Originally Posted by Snowblind

I read your post twice to make sure I didn't take this quote out of context, I hope you agree.

Thanks again for sharing your runs and your info

This forum is awesome, I like the open discussion for us all to get quicker together.

Sorry man, I was getting a Z06 fired up that I just did a motor for last night.

My original comment was based off of logged data between my car and EFI Tuning's car. It was also based off of my car tipping over at 5,700 rpm on the dyno. I had then and still don't have an answer for that. I have some ideas but nothing has fleshed out. A ported MSD with the stock cam may be the ticket. I was thinking at the time that would get me my top end back. But then I looked over the dyno data of two other cars with my IM/TB and what I was thinking doesn't hold true for me leaning towards the MSD for top end.

When tested on an M6 car my ported IM/TB pulled hard to 6,500 and the car was up on mine almost 22rw by 6,300. I was actually up on the M6 car up to about 5,700 by 10-15rwhp/tq before my car tanked over. Then I tested my stuff against an MSD/cam car of a shop owner I know. I still think there is an issue with the cam install but his car still put down a bit more power than mine. I have the benefit of the RF CAI, where he is on the stock CAI and he doesn't have headers. In the end, the ported IM/TB was up 20+ down low and didn't give anything up all the way to 6,500 where he let off. I was actually up 1hp and carried the curve better over the MSD. Once he verifies the cam specs and that it is installed correctly (I think it is retarded a tooth) then we will retest and I will publish what happens. I have to get back down there and test the MSD against my stuff on my car to see what the deal is. I don't see how my stuff kept up and beat the MSD up top but it did while gaining a bunch down low. All of that needs to be worked out. The real question I am looking to get down to the bottom of is what does the MSD do on my car as it is set up now. If it is better and I think it will be faster then I will make the switch. For now I am good with my set up. Seems to be working.

[PRAY]

This is the M6 car I was talking about. Both cars were dynode in 1:1 gear. It has the exact IM/TB that is on my car. I pulled it and installed it on his. The only other mod is a cat back to his. As you can see I am up a ton down low but just crap over. His car continues to pull. I labeled the largest differences in TQ and HP. If my car carried like his I would be in business. I was leaning towards the exhaust as the limiting factor but the cam car has completely stock exhaust like me. I am thinking it may have something to do with oil pressure and the DOD lifters but I am now hearing that the M6's have the same lifters. Is friction in my rear over coming power? It does the same graph in all gears. IDKWTF to think any more. I am fresh out of ideas.

[parish8]

There are a lot of difrences between those 2 cars. probably not ideal to use for comparisons.

Have you tried a back to back comparison of ported stock vs msd on your car? That is what I would like to see.

[PRAY]

I am not really trying to compare the cars per say. I am trying to compare the curves with some same parts. My real goal is to find out why my car crashes so hard.

If today goes correctly I will be doing back to back MSD testing this afternoon. They will be 5th gear runs on a bit of a heart breaker dyno. But car will stay strapped down as usual.