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Old 03-25-2012, 09:04 PM   #1
ULTRAZLS1

 
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PRC 250CC Castings/G6X3 Cam results

Coming this week

Dropping the car off tomorrow morning for the install.

I know a few different people are wanting to see some more numbers with these heads. Figured I would post up...

Set up is as follows
-Stock bottom end LS3
-PRC 250CC aftermarket casting cylinder heads with 67cc combustion chambers
-.040 cometic head gaskets. (yields around 11.4.1 scr with 67cc chambers)
-G6X3 camshaft
-Fast 102 intake manifold
-Nick Williams 102 throttle body
-93 octane dyno tune
-stock gears and clutch
-Other mods etc are in the sig.

Hoping for in the neighborhood of ~520rwhp. I'll have the results up some time this week.

-Troy
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Old 03-26-2012, 06:04 AM   #2
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Nice build sheet....hope you get some awesome results!!

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Old 03-26-2012, 08:55 AM   #3
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Old 03-26-2012, 09:24 AM   #4
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Old 03-26-2012, 10:14 AM   #5
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post ur results if you got it on a dyno. sounds like a good build up so far.
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to be continued sooner!!!
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Old 03-26-2012, 01:24 PM   #6
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Old 03-26-2012, 02:12 PM   #7
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I'll have a dyno print out I am sure. Most all shops give them I would think.

Really hoping these heads work well with the G6X3. Went out on a limb here thinking that they would. I know the cam works well with ported stock castings in the same compression range.

Only thing I wont have is a before and after on the same dyno. The car has 6 month old oil in it from sitting for the winter. I opted out of the baseline pull because they are going to change oil after the install anyway...and didnt want to run it to redline with used up oil for the baseline.

I know some have set limiters to over 7k with the G6X3 but opinions vary.

I told them to set it at 7k unless it was falling off way early for some reason or if still pulling they could go to maybe 7200.

Where is everyone else at with the rev limiter on a G6X3?

I have seen some keep it at stock 6600 and others up to 7500. Figured 7k would be a good happy medium. Its no track car but I want to get the most out of it.
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Old 03-26-2012, 03:04 PM   #8
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I'm looking forward to your results...I need to get my car on the dyno too!!!

The last G6X3 car I tuned, has the rev limiter set right at 7000 RPM. G6X3, ported LS3 heads and stock displacement but with forged pistons. Not my car, a friends car.
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Old 03-26-2012, 03:13 PM   #9
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Quote:
Originally Posted by MikeOD View Post
I'm looking forward to your results...I need to get my car on the dyno too!!!

The last G6X3 car I tuned, has the rev limiter set right at 7000 RPM. G6X3, ported LS3 heads and stock displacement but with forged pistons. Not my car, a friends car.
Thanks for the input.

I told him 7k and he kind of paused for a second...I am not sure if they will be taking it that high or not. We will see.

From what I have gathered the G6X3 doesnt hit peak hp until about 6400-6500 rpm...and I would like to be shifting a few 100 rpm past peak. Figure if I get a shift light 6700 would work well with a 7k limit.

Glad to know you didnt blow your motor...just a ground right? LOL...that would have scared the hell out of me.
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Old 03-26-2012, 03:51 PM   #10
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Yeah, I felt like an idiot when I remembered finger tightening the drives side coil ground, turning to grab a wrench, and forgetting what I was doing.

Needless to say I went through every single fastener under the hood again after that...the car is ok now lol. Soon as I get the 102mm TB and take care of some minor exhaust work, I'll hit the rollers.

For what it's worth, I would see where it makes power, and set your rev limiter accordingly. Your valvetrain should be up to the task, so the only real risk would be rod bolts, which seem to be better on these newer engines. Plus drag racing and occasionally spinning it up high on the street isn't nearly as bad as the sustained high RPM abuse it'd see road racing or something.
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Old 03-26-2012, 04:08 PM   #11
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Quote:
Originally Posted by ULTRAZLS1 View Post
Really hoping these heads work well with the G6X3. Went out on a limb here thinking that they would. I know the cam works well with ported stock castings in the same compression range.
Lol, why wouldn't it? It has better flow, a different valve angle and smaller combustion chambers to increase compression.
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Old 03-26-2012, 05:58 PM   #12
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Good luck Troy, I think 530 rwhp.
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Old 03-26-2012, 10:24 PM   #13
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Quote:
Originally Posted by MikeOD View Post
Yeah, I felt like an idiot when I remembered finger tightening the drives side coil ground, turning to grab a wrench, and forgetting what I was doing.

Needless to say I went through every single fastener under the hood again after that...the car is ok now lol. Soon as I get the 102mm TB and take care of some minor exhaust work, I'll hit the rollers.

For what it's worth, I would see where it makes power, and set your rev limiter accordingly. Your valvetrain should be up to the task, so the only real risk would be rod bolts, which seem to be better on these newer engines. Plus drag racing and occasionally spinning it up high on the street isn't nearly as bad as the sustained high RPM abuse it'd see road racing or something.
That is basically how I left it with them...hopefully they do it right.
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Old 03-26-2012, 10:27 PM   #14
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Lol, why wouldn't it? It has better flow, a different valve angle and smaller combustion chambers to increase compression.
Well the G6X3 was originally designed for the stock LS3 heads which have a larger runner. For this reason many of the cams use a wide split between the intake and exhaust valves for best performance on low velocity runners. The specs on the G6X3 have never been released but I think it is in the neighborhood of 235-242 from the research I have done. Whether or not the increased velocity of these heads will help or hinder the G6X3 has yet to be seen.

It should work just fine but I guess you never know...it would be just my luck if it runs like crap :(
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Old 03-26-2012, 10:28 PM   #15
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Good luck Troy, I think 530 rwhp.
Thanks...I'll let you know about the pushrod length for sure...and hopefully they dont have to flycut

If you go this route knowing these two things would make install a lot easier.
I would have done it myself if not for these issues. Mainly the P to V clearance issue...never checked for that on my ls1 builds. Never ran this large of a cam.

I dont have a clue how to do it properly or the tools for fly-cutting.
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Old 03-27-2012, 07:55 AM   #16
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Quote:
Originally Posted by ULTRAZLS1 View Post
Thanks...I'll let you know about the pushrod length for sure...and hopefully they dont have to flycut

If you go this route knowing these two things would make install a lot easier.
I would have done it myself if not for these issues. Mainly the P to V clearance issue...never checked for that on my ls1 builds. Never ran this large of a cam.

I dont have a clue how to do it properly or the tools for fly-cutting.
From what I have read so far on these heads, they should have a bit more valve clearance than an untouched stock head. Not sure with that small chamber though. I am curious if you will need to flycut as well. Didn't they change the valve angle on these heads vs stock? So many choices in heads popping up lately that I can't remember. Definately check into that if you need to flycut. If the angles are different, they will likley need a different Jig to do the job. Or use your new heads.

Here is a writeup on flycutting if you are bored.
http://forums.corvetteforum.com/c6-t...mpression.html
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Old 03-27-2012, 08:32 AM   #17
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Quote:
Originally Posted by ULTRAZLS1 View Post
Well the G6X3 was originally designed for the stock LS3 heads which have a larger runner. For this reason many of the cams use a wide split between the intake and exhaust valves for best performance on low velocity runners. The specs on the G6X3 have never been released but I think it is in the neighborhood of 235-242 from the research I have done. Whether or not the increased velocity of these heads will help or hinder the G6X3 has yet to be seen.

It should work just fine but I guess you never know...it would be just my luck if it runs like crap :(
Even if you're not satisfied with the performance of the cam...the G6X3's sell for decent money used too, and it's not nearly as much work to slide a different custom grind cam in there compared to the heads and cam this time around. I think it'll run pretty good, but I don't know as much about those heads as you do at this point.
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Old 03-27-2012, 10:15 AM   #18
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Quote:
Originally Posted by Squintz Palladoris View Post
From what I have read so far on these heads, they should have a bit more valve clearance than an untouched stock head. Not sure with that small chamber though. I am curious if you will need to flycut as well. Didn't they change the valve angle on these heads vs stock? So many choices in heads popping up lately that I can't remember. Definately check into that if you need to flycut. If the angles are different, they will likley need a different Jig to do the job. Or use your new heads.

Here is a writeup on flycutting if you are bored.
http://forums.corvetteforum.com/c6-t...mpression.html
I will definitely know if they need to cut...that wasnt quoted in my labor price. So I'll be paying extra lol.

Here is what I gathered and wasnt totally convinced of clearance personally.

-Texas speed claims .040 better clearance than a stock untouched head (yes from a different 13 degree valve angle)
- I went with 67cc chamber from their standard 68cc...I lost ~.007 from milling 1cc off
-I went with a .040 cometic compared to a stock .051. Lost another .011
- So far I have lost .018 of my extra .040 clearance.

So lets just say I should still have an extra .020 of clearance over a stock head and gasket combo.

All In all I wasnt totally comfortable in the clearance to just not check it. No one has yet to verify that these new heads offer a true and honest extra .040 of clearance. I wasnt going to take their word for it with my rather new and expensive car.
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Old 03-27-2012, 10:17 AM   #19
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Quote:
Originally Posted by MikeOD View Post
Even if you're not satisfied with the performance of the cam...the G6X3's sell for decent money used too, and it's not nearly as much work to slide a different custom grind cam in there compared to the heads and cam this time around. I think it'll run pretty good, but I don't know as much about those heads as you do at this point.
Good point.

If the car is too lazy down low I will most likely swap in a 231/236 cam. That was my second choice. Or maybe Texas-Speed will have something better in mind custom ground like you said.
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Old 03-27-2012, 12:02 PM   #20
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I think your combo should work well. I talked to a customer that made 518 with 231/236 last week on a ported stock intake.

I'm not sure how the mustang dyno compares, but I think the combo should really work well. Better p/v, big air flow, altered valve locations & configurations are all features that will help power output!
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Old 03-27-2012, 12:05 PM   #21
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That cam likes compression, I typically build them to 64/65cc with that same gasket. Dont be afraid to mill them more!
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Old 03-27-2012, 12:05 PM   #22
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Also your very wise to check p/v! It's always very important to check, blocks vary, heads vary, and camshafts can vary a good bit.

I agree with Louis compression with larger camshafts is GOOOOOOD!!
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Old 03-27-2012, 12:10 PM   #23
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Quote:
Originally Posted by Jason 98 TA View Post
I think your combo should work well. I talked to a customer that made 518 with 231/236 last week on a ported stock intake.

I'm not sure how the mustang dyno compares, but I think the combo should really work well. Better p/v, big air flow, altered valve locations & configurations are all features that will help power output!
Different shop is doing the install compared to my previous dyno tune.

This shop has a dyno jet.

I will be satisfied as long as it hits 500-520rwhp. I know all dynos are different. 520+rwhp is what I am hoping for/really wanted but dont want to be let down...

The car put up above average bolt on numbers so I would think it has 520 in it...but we will see.

thanks for the input
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Old 03-27-2012, 12:16 PM   #24
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Quote:
Originally Posted by Louis @ LG Motorsports View Post
That cam likes compression, I typically build them to 64/65cc with that same gasket. Dont be afraid to mill them more!
I thought about going a bit more....but figured valve reliefs would be required for sure. Wont valve reliefs in turn lower the compression a bit? I figured 67cc without reliefs would be a wash compared to 65cc with reliefs.

The car will be at ~11.4.1 SCR in its current configuration.

Anthony said that around ~11.5.1 is a good range for the G6x3 (he said 66cc is what he has used)...figured I was close enough.

thanks for the input
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Old 03-27-2012, 12:24 PM   #25
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Congrats and good luck bro. Really wish you could have got some baseline dyno runs though. Your only going to be like the 3rd person to post with those heads and people need some solid info about them.
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