I'm going to start of by saying that I pretty much expected it to be about this slow. (I thought about 13.7 by the calibrated butt dyno)

Specs are as follows:
2001 Silverado regular cab stepside, power everything and 4800lbs with me in it and 1/2 tank of fuel.

2002 LQ4 junkyard fresh short block, 862 heads from the same junkyard, TSP CHOPacabra cam and springs, TBSS intake manifold, Nick Williams 92mm TB, 8.1L non marine injectors (30lb/hr?), Speed Engineering 1.75" longtubes, exhaust system is 2.5" dual off the headers into (2) Dynomax race bullets - then a big case dual inlet, single 3.5" outlet Magnaflow muffler and tailpipe. 160 degree thermostat, f body efans, tuned on 93 octane, 4L80E swap, Transmission Specialties 2800-3000 stall, 4.11 gears, 315/50R17 Mickey Thompson drag radials.

Pictures are of the truck and two time slips. The tires work too well, as in they bog the engine down on the launch - regardless of the launch technique. It's one extreme to the next going from my 275/55 18 street tires to these.

The truck dyno'd 336hp & 336 tq. So I didn't expect it to do any better. I know sone people think the 706/862 head swap is so great - I still think it sucks. I kind of did this combination to see what all the hype was. I don't feel like even a different cam would make much difference. The only way I will use the 706/862 castings is if they are ported with larger valves.I'll be swapping to 799 heads and a larger cam ASAP. I have the parts and a spare PCM with a base tune. Just need to find the time to do the work and retest.

FYI - I have my current tune file for anyone that wants to view it and dissect it. I feel certain that there is nothing wrong with the tune, and this combination doesn't have any more to give.

 

Needs a bigger stall if your bogging it down.

 

That would certainly help the launch, but do nothing for the lack of power. It needs a turbo, but I'm not quite to that point yet. Still gathering parts for that.

 

The flows are the sucky part of the 862 head swap and the high RPM sucks. Would rather have them vs 317s for dailying imo

 

To each their own, but I've had both and much prefer a 317, or better yet a 243/799 head on anything 6L or larger.

 

Stock LQ9 with 862s is current. Stock LQ4 with 317s is last results.

Throw a cam in there and a different intake and things might change...

 

The Stall is a little small, but your not far off from what you thought you would hit.

That being said. I still wouldn't have paired a set up like that. I haven't been impressed by that cam and I don't think the supposed torque gain from the smaller valve heads is worth the hassle.

 

Do you have your dyno sheet?
I dynoed a Stock L76 (823 headed 6.0) with just a cam and headers couple weeks ago that made 389rwhp in 2nd gear with TC Locked. Ill have to dig up the cam specs but it was very snappy and he had a 3800 converter (4l60) and 3.73s with 32" tires.

 

I do. The red lines are from when the stock converter was doing weird stuff. (Lockup clutch was most likely on its way out) The blue is after I swapped the converter.

 

Agreed. I was swapping an engine into the truck, lifter failure in the other one. I had the parts on hand, figured why not give the Internet's "magic combination" a try.

On one hand, kicking myself for not going with other stuff i have. On the other, glad that i did it and found out that it's trash. I had someone reach out to me that has the same cam in a RWD 2008 TBSS. He did a whopping 358 rwhp. More static compression, 243 heads, 4L70E vs my 4L80E. Oh, an an open cut out vs. me running through a full exhaust system. Only 22 hp peak gain. We both agreed that this is NOT the cam if you're chasing power. The same goes for other similar cams out there... the TN, etc.