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Old 04-11-2012, 02:10 AM   #18
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Originally Posted by SUX2BU View Post
12-13% is what regular M6 SS have for drive train loss since they dyno about high 360s low 370s. I think 580 hp is pretty accurate.
The autos are usually about 40 rwhp lower, so I'm guesstimating they an auto ZL1 would dyno about 460 ish.
But isn't that using the factor from a L99 auto comparison vs a LS3 m6 instead of an auto CTS-V vs m6 CTS-V or did I misunderstand.
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Old 04-11-2012, 02:12 AM   #19
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Originally Posted by SUX2BU View Post
12-13% is what regular M6 SS have for drive train loss since they dyno about high 360s low 370s. I think 580 hp is pretty accurate.
The autos are usually about 40 rwhp lower, so I'm guesstimating they an auto ZL1 would dyno about 460 ish.
There won't be 40 rwhp difference on the ZL1 (More like 20)

The LSA flywheel hp is the same 580 for Auto or Manual where as the L99 is 26hp less than the LS3 right off the bat.
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Old 04-11-2012, 03:19 AM   #20
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I dunno how one of those ZL1s can be #214.....214 is my car.

I LOVE that video...right around 2:37, I think - you can hear the valve slap open and the car ROAR!!
And it's not SIM...

But they do sound AWESOME!!!
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Old 04-11-2012, 03:30 AM   #21
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But isn't that using the factor from a L99 auto comparison vs a LS3 m6 instead of an auto CTS-V vs m6 CTS-V or did I misunderstand.
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Originally Posted by mlee View Post
There won't be 40 rwhp difference on the ZL1 (More like 20)

The LSA flywheel hp is the same 580 for Auto or Manual where as the L99 is 26hp less than the LS3 right off the bat.
Oops, yeah, I forgot the auro guys get jipped 26 HP. Yeah, 20 rwhp is better.
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Old 04-11-2012, 08:11 AM   #22
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Puffs out the right tailpipe at 2:36 and 3:32 any cause for concern? Nothing out of the left that I can see.
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Old 04-11-2012, 08:23 AM   #23
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500+ rwhp, and 520 rwtq, from the factory on a mustang dyno. Nothing wrong with those numbers at all. Now lets see what Lingenfelter does with them from here.
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Old 04-11-2012, 08:28 AM   #24
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Puffs out the right tailpipe at 2:36 and 3:32 any cause for concern? Nothing out of the left that I can see.
Yeah I saw that too, hmmm, I am not a mechanic but I would be concerned if it was mine. Maybe there is something to the suggested break in period.
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Old 04-11-2012, 08:29 AM   #25
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Yeah I saw that too, hmmm, I am not a mechanic but I would be concerned if it was mine. Maybe there is something to the suggested break in period.
That it puffed from one side of the engine and not the other is what got my attention.
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Old 04-11-2012, 08:48 AM   #26
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That it puffed from one side of the engine and not the other is what got my attention.
That would be called detonation, on that run. Nothing to do with a break in period, just us exploring the performance of the vehicles at different temperatures and heat soak periods to see the effects of intercooler system efficiencies when heat soaked etc. we are just establishing where the limitations may be before we explore extreme power levels. its all about understanding what the production set up is capable of before pushing it to where we wish to be with these cars. First notes are the intercooler efficiency differences between this set up and the CTSV, inlet depression, obviously exhaust system backpressure, etc.

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Old 04-11-2012, 10:06 AM   #27
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Numbers are 500-511 at tstat temp, cooler best runoff 524 rwhp. Torque was 490-504 same conditions. We will test intake pullies etc over the next few days and post them up.
Do you guys plan on getting some 1/4 mile runs before the modding starts?

I'm at work, so i can't view the video to see if you ran through the gears "hard" or not. But if so:
Did you notice much difference between throttle input and actual % throttle body opening between shifts to get an idea of how much torque management is dialed in?
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Last edited by Ron66Vette&10SS; 04-11-2012 at 11:47 AM.
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Old 04-11-2012, 10:29 AM   #28
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500+ rwhp, and 520 rwtq, from the factory on a mustang dyno. Nothing wrong with those numbers at all. Now lets see what Lingenfelter does with them from here.
It is the same hard parts as the CTS V, so I think we know what one will do.
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Old 04-11-2012, 11:23 AM   #29
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Originally Posted by Graham Behan View Post
That would be called detonation, on that run. Nothing to do with a break in period, just us exploring the performance of the vehicles at different temperatures and heat soak periods to see the effects of intercooler system efficiencies when heat soaked etc. we are just establishing where the limitations may be before we explore extreme power levels. its all about understanding what the production set up is capable of before pushing it to where we wish to be with these cars. First notes are the intercooler efficiency differences between this set up and the CTSV, inlet depression, obviously exhaust system backpressure, etc.

Graham.
An example of why I leave this stuff to the experts, makes sense.
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Old 04-11-2012, 04:23 PM   #30
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Any results from anyone on a dynojet yet?
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Old 04-11-2012, 04:24 PM   #31
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Cool video MEAN!

The paint match on the Red car is horrible! From the plastic compared to the metal... dang.
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Old 04-11-2012, 04:34 PM   #32
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very nice,strong right out of the box,i was expecting #'s to be in the high 490'ish,but over 500 i think is pretty darn impressive,man,the more i see the more i want!i just got off Chevy's site building my own,$56,845..which is about 10-15g's too deep for my pocket,hope everyone that gets one enjoy's the hell out of it,i would!
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Old 04-11-2012, 04:37 PM   #33
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oh,and rwhp is about 63 more than i have with my "ss" with mild g.m. cam,tune,cai,kooks l/tubes with 3"exaust w/hi flo cats,
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Old 04-11-2012, 04:47 PM   #34
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Double ZL1...it's so VIVID! WOOOOWWWWWW!!!
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