[Vulcan1]

No tune, as far as numbers go this is the base line reguardless of already having the TB installed. Let’s see where it ends up after completion.

[Can'tHave2MuchHP]

Originally Posted by kttxz06

I didn't want to say anything. You did tho.

Livernois' cars dyno consistently high, everybody in the local car clubs/cruises know about it. It's just a typical Dynojet, and the air in metro Detroit is perfect for making HP.

[Vulcan1]

Update: numbers on 93 pump gas ended up 720HP and 715TQ. These numbers and a M6 equate to no traction in the first 3 gears.
I need to kill some bottom end in the 2nd stage of this build and that’s what the larger blowers look to do. I did get a response back from Edelbrock and a part number for their LT4 TVS2650 p/n 155920 will be available in October. I’m leaning this way with the DSX low side and calling it done.

[DangerZL1]

Originally Posted by Vulcan1

Update: numbers on 93 pump gas ended up 720HP and 715TQ. These numbers and a M6 equate to no traction in the first 3 gears.
I need to kill some bottom end in the 2nd stage of this build and that’s what the larger blowers look to do. I did get a response back from Edelbrock and a part number for their LT4 TVS2650 p/n 155920 will be available in October. I’m leaning this way with the DSX low side and calling it done.

Congrats on the build! Can you post a video of the car so we can hear the cam?

[Vulcan1]

https://youtu.be/iE6303p1Ih8

[EDFHOBBIES]

Originally Posted by Vulcan1

After a couple months searching this forum and reaching out to several shops I’ve decided on working with Livernois Motorsports. The Team at Livernois has been great to work with and I’m excited to get this project moving forward.
This will be the first of two stages of the build, LME in Houston TX. will be providing the cylinder head service and Livernois Motorsports out of Dearborn Heights MI. will be providing all Labor and engine components.

Stage 1:

Livernois Motorsports genV high lift camshaft. 228/240 @ .050 .646/.646. 116LSA
DOD delete
ARH 2” long tubes with off road X pipe into factory muffler
Intervator west balancer
9.55” lower pulley
LME CNC ported LT-4 cylinder head Package.
MAMO TB
CAI

Stage 2:

Whipple 2.9
Flex Fuel
Lingenfelter DI fuel injectors and pump

Not sure what kind of power it will make at the end of each stage but the full Benefit of stage one won’t be seen until Stage two is complete.
Won’t be able to get it in the shop until first part of May but weather will be just right when I get it back home. Will plan on completing stage two in the fall, would like to thank everyone who has posted build packages and real world data in this forum that inspired me to move forward.
I’ll post the results once it’s complete.

I have been pricing the exact same parts except a smooth idle cam...

I came to conclusion it will be cheaper just to buy a LT5 motor then sale my LT4 motor.. the benefits will be port injection and lower IATs with similar flow from the blower.. WITH the ability to make power more economically..

Great build though.. The cost of this DI crap is for the birds!

[Chris Edwards]

Originally Posted by Vulcan1

Update: numbers on 93 pump gas ended up 720HP and 715TQ. These numbers and a M6 equate to no traction in the first 3 gears.
I need to kill some bottom end in the 2nd stage of this build and that’s what the larger blowers look to do. I did get a response back from Edelbrock and a part number for their LT4 TVS2650 p/n 155920 will be available in October. I’m leaning this way with the DSX low side and calling it done.

What’s the point of dropping $15k just to hear the cam at idle if you can’t put the power to the ground?

[Vulcan1]

Just because I can.

[Chris Edwards]

Originally Posted by Vulcan1

Just because I can.

Any advice for guys starting their cam/e85 builds? Anything you’d do different?

[Vulcan1]

I have a couple opinions, it really depends on your end goal and then not changing your mind mid stream.
For the money here’s the ticket to good HP. TM TB and ROTO-FAB CAI. On my M6 nearly 600rwhp. Add the DSX low side with flex fuel sensor along with tune and your sitting on the 650-660 mark. Turn up the boost with either an upper or lower pulley and your looking at 20hp per pound on the first 2psi. Let’s just say 690 and your out 3.5k and pretty much maxed out on the low side.
My build was totally planned around 93 pump fuel and I had to pay a premium on the front end of the build to have what I do but the advantages won’t be seen until I add the low side and bigger blower. Goal is 850 on gas alone.

[Chris Edwards]

Originally Posted by Vulcan1

I have a couple opinions, it really depends on your end goal and then not changing your mind mid stream.
For the money here’s the ticket to good HP. TM TB and ROTO-FAB CAI. On my M6 nearly 600rwhp. Add the DSX low side with flex fuel sensor along with tune and your sitting on the 650-660 mark. Turn up the boost with either an upper or lower pulley and your looking at 20hp per pound on the first 2psi. Let’s just say 690 and your out 3.5k and pretty much maxed out on the low side.
My build was totally planned around 93 pump fuel and I had to pay a premium on the front end of the build to have what I do but the advantages won’t be seen until I add the low side and bigger blower. Goal is 850 on gas alone.

To do a cam adds nearly $10k if you factor in labor. What are your thoughts on a cammed stock blower e85 build? What would you pulley to make no more than 660-680 on a dynojet with the cam/headers and stock blower?

[Vulcan1]

I did an 18% over drive and it’s working well, would do better on the e85 set up due to the cooling ability of the fuel. This little 1.7 blower makes a ton of low end TQ. On E85 it has to be a beast.
Unless you’re going to go bigger then what I outlined, I wouldn’t do the headders. You could do a cat delete and save some money. The factory “headders” flow pretty well. Not much power to be had for the money. Same holds true on the CNC ported heads, 3.5k plus labor for 35-40hp

[Chris Edwards]

Originally Posted by Vulcan1

I did an 18% over drive and it’s working well, would do better on the e85 set up due to the cooling ability of the fuel. This little 1.7 blower makes a ton of low end TQ. On E85 it has to be a beast.
Unless you’re going to go bigger then what I outlined, I wouldn’t do the headders. You could do a cat delete and save some money. The factory “headders” flow pretty well. Not much power to be had for the money. Same holds true on the CNC ported heads, 3.5k plus labor for 35-40hp

I'll definitely be forgoing the heads, no doubt about it. I don't think increasing boost and running E85 is a good idea with stock cats... if they clog the motor goes kaboom. I also think that the cat deletes sound kinda weird compared to headers, no?

My main concern is being able to put any power to the ground. I suppose a R888r or a 17” Mickey (unstable) are basically mandatory even on a bolt on car.

[Vulcan1]

Putting power to the ground is all perspective, it’s not a dedicated drag car and you’ll not do it with low profile radials. 7-8 hundred ft pounds of TQ. Is going to blow away anything when your doing it pretty much off idle. To many people these days didn’t grow up behind a four speed, junk tires and old school big block HP with slapper bars and 6 cylinder springs in the front of say a 70 nova. 10.30’s in the 70’s was top of the class in D gas and pro stocks below us were in the high 9’s.
Everything is automated these days and drivers are just along for the ride anymore. That’s the expectation and anything other is unacceptable. I Love my car and set up, I know how to use my two feet and hands. I can still get it done old school.
We have a four link rear and 2 speed power glide in our dedicated 2012 ZL1. Yea it’s a 4130 tube chassis, fiberglass body car. Two different Camaro’s build for two different reasons.