MikeGyver

iTrader: (5)

The place freshening my engine threw a carb on to seat the rings on a dyno. As a side benefit, I got some numbers. They sound about right for what this engine is, a head, cam, 10.3:1 408. (410, now)

TXsilverado

iTrader: (19)

Carb ftw. Miss my carbed ls2. How much timing dumid they give it? There was power left on the table with that dual plane intake and i bet they didnt give it any real timing if they just wanted to seat rings.

03sierraslt

iTrader: (22)

Looks really good Mike. Same heads and cam as sig? Nice curves.

03sierraslt

iTrader: (22)

Well with a different cam that was specd for that intake and a carb it would have put down even more, but that wasn't the point of the dyno pull. So I doubt they got crazy trying to optimize power, most likely just set a safe number and broke it in.

MikeGyver

iTrader: (5)

They said 28° timing. Also, check out the AFR:

MikeGyver

iTrader: (5)

Ha, ha, ha.

TXsilverado

iTrader: (19)

Thats what im getting at. If hes happy with those numbers he would **** if he saw what it would do on a single plane with 32-36* of timing.

MikeGyver

iTrader: (5)

Same heads and cam. According to the Hot Rod Magazine intake manifold comparison, the dual-plane manifold has a good torque number, but the graph drops off and has a lumpy shape as rpm increases. The NNBS cathedral port manifold that I am using graphs a very smooth and rising curve in comparison, with significantly more HP at the peak.
So I have maybe not ideal timing, definitely not ideal AFR, and a not as good intake.
Sorry, if we were golfing I would give my excuses before the game started.

MikeGyver

iTrader: (5)

I refuse to invent numbers for bragging rights, but feel free to make some up for me.

TXsilverado

iTrader: (19)

LOL, I wont attempt to guess, but there is a lot on the table with a single plane and more timing...but dyno numbers weren't their intention when seating the rings. get it on the rollers or on the track once it's in its new home.