I've been waiting a while to compile good info so here it is:

Engine:
370ci (.030" over 6.0)
L92 heads with bowl cleanup
226/230 .585/.592 116 +4 Comp X-ER, 11.5:1, 8.8:1 DCR
T56 trans

Pull with GM carb style intake:
4.30 gears

Pull with L76 intake:
5.13 gears

That is basically the only difference. I'd suspect the L76 pull to be a few #'s low due to the gear swap but who knows.

IAT's were both in the 111-113* range on the scanner pulls which were keeping the peak timing in the 25-26* range with the air temp corrections that I didn't feel like messing with since this is a truck and it was in it's worst scenario pretty much with 101* showing on the dynojet weather as far as ambient goes.

Take into account that it has the Joe Gibbs 20" wheels that weight AT LEAST 90lbs each with tires and measure 31.7" in diameter. A Lighter car drive train should do considerably more.

Excuse the blip in data, the dyno's rpm sensor was having a bad day.

Blue data L76, 5.13 gears
Red data carb intake, 4.30 gears



UPDATE

Finally re-dyno'd. Changes are UD pulley and more timing (32 through midrange and 29* above 5800)
IAT's were 93*
No other changes have been made. Still 5.13 gears, L76 intake etc...
I'm wanting a smaller cam to help my low end cruising area and to take away some of the bucking issues when idling in gear.

The second graph is a comparison from the run before. It is the same pull but with the smoothing added. I took the smoothing out before so it would show over 400rwhp. So they are "Actual" comparison #'s.

 

Good nunmbers. I'd love to see what it does with a 26" or so tall tire. Interesting the TQ is higher 3,100 rpm and bellow with the Carb intake. I wonder if some of it has to do with the AFR being a little leaner down there with the L76.

The other thing I find interesting is our cams are similar regards to duration (223/228) but mine is on a 108/108. Your IVC points are obviously later than mine and your EVO points are much earlier yet our motors are both peaking around 6,100 rpm. The one thing I do notice is we both have 9.5* overlap at .050..


***Edit to the Bold, Italic portion. I input some data backwards in the VE calculator. I put the ICL number where LSA should be and LSA where ICL should be basically retarding the cam vs advancing the cam. at .050 your IVC, EVO are still different and Overlap is as well. Overlap is -4* @ .050 with your grind.

 

Thanks,
If I remember correctly the Livernois test showed the carb intake to be stronger down low as well. And I'd agree with the SOTP meter but the car intake more than makes up in the midrange and beyond.

 

I just looked back at the Livernois data on the LS2 with the same intake swap and from 2600-2800 the carb intake was 5-8 more tq than the L76

 

2800 was the crossing point with their set up? What is different in yours that it's now 3,100?

 

I don't know really other than cam which can make all the difference. Here is the link: http://www.gmhightechperformance.com...ads/specs.html

 

i wonder how big the difference would be on a fi motor.

 

i'd suspect a FI engine would like carb intake more. There is a big diff in forcing air vs vacume pull and velocity I would think.

 

well good for me, i was kind of upset when i saw the numbers .

 

Their cam being 232/236 112/112 might account for the shift. Are you running the same exhaust as they are? I'm also guessing theirs was on a dyno stand with open headers with extensions vs full exhaust. That could be some of it as well. Interesting non the less. Makes me wish I had a spare LS2 vs an LS1 block sitting in the shop when I put my truck motor together.