post up your boosted 4.8, 5.3, 6.0 number s
 

Post up your numbers rwtq and rwhp
Tell us engine size
Engine mods
Turbo, supercharged etc
Pounds of boost
Meth or not
nos or not
Trans, stall
Tire size
Pry the best question how long did it last

99 rcsb. 5.3 4l80e, circle d 3000 stall. Z06 cam, master power 70 mm turbo front mount. 420 rwhp on 7 pounds of boost. This is a friends truck I Helped build, my ss is still pretty stock.

04 Tahoe 5.3 longblock, arp studs and ls9 gaskets
SLP 234/228 113, patriot duals, delbrock Pro-Flo
KBRacing pt88 kit
Snow stage 1 smallest Meth nozzle, Bosch80's and A1000 on BP92
No nitrous
Circle d 2c, 4l80e with hd2, 14 bolt with 3.42s
235/60/16 (roller tires)
Going on 4k miles, working on 2nd trans and 3rd stall change. New cam is on the way looking for more low end torque and going to up the boost from 15.5lbs to 18 with a 50hp shot if needed.

This dyno was with 13 degrees, Meth on at 10lbs, 15.5lbs of boost in 3rd
Attachment 136223

494/461
L76 6.0
EPS 218/230
TVS 2300
+/- 8 lbs
No Meth or NOS
6L80 stock
Factory 20s
About 8,000 miles - lost oil control ringland on #1 piston

Post up your numbers rwtq and rwhp --576--562
Tell us engine size ---- Junkyard stock LQ4 6.0 364ci !!!
Engine mods ----- Stock Long Block,317 heads, 219 -231 cam/PAC 1518 springs, LS2 chain/ LS7 Lifters /LS6 oil pump/90mm Throttle body
Turbo, supercharged etc---Supercharged/ TVS 1900 roush
Pounds of boost---12#'s steady / peak 14/ 2.6 pulley/ IW OD Balancer.
Meth or not---- No drugs
nos or not ---Ditto
Trans, stall --- Built 4L80E/Transfer Case/ Steel shaft/ 2600 PI triple disc.
Tire size---275-55-20
Pry the best question how long did it last -- Been lasting a good while now, bout close to 2 years with boost, just Dyno tuned it last July, so a year roughly with current setup.

Attachment 136217

***- Dyno was with Low timing, Crappy 3'' summit muffler that blew the back out on the dyno, and 3.5'' intake in 91* heat. 6rib belt slip. ( enough whining and excuses haha!)

Going to retune for Larger 340 lph fuel pump/hotwire kit as my AFR is 10-10.4 now , and do a 4.5'' intake, i have added a single 3.5'' exhaust. Should be 600+ at the wheels im hoping:devil:

We are so lucky to have these awesome LSx powerplants.

Joeygc5 why so may stall changes

First tranny took a dump, so that stall got swapped out and cleaned/repaired. 2nd stall wouldn't let me build boost at the line, hence the 3rd stall and now cam change.

You supercharged guys have some killer torque curves

4.8L
ARP studs/ls9 gaskets/PAC 1518 springs/02 ls6 cam
Magnum dbb 76mm/Q/.96
First pull 16psi, second was 18psi
E85
50 dry shot on second pull/ on at 3800rpms
4l80, circle D 2b
275/40/20
Had 70k n/a, now 35k boosted and still getting it done.

Only thing worth noting, found a cracked header after dyno.

Attachment 136188

http://dynograph.jpg

418ci:L92 vic jr intake,L92 Heads 9:0:1 Comp,Bullet cam 237/244 114lsa, 80e,...

10psi pull
15psi pull

Still need to tightened the converter verry loose, those where with the converter unlocked...

Wheres everybody else with boost?? C'mon guys lets see what you got. I'm curious to see which comes out on top # for #.

I did 545/565 on my LQ4 with a Maggie 112 on 8#

stock LQ4
stock 4L80E
stock TC
STS 60mm
93oct
275/60/16 Toyo Proxes S/T
TC locked up in 2nd gear on all the pulls on a stingy Dyno Dynamics


6psi ~16* timing
tune i towed with
ran a 13.2@104 on that setup
Attachment 135029


9psi ~14* timing
Attachment 135030


6psi ~16* 47 shot nitrous pushed it to about 7psi
12.5@111 on this
Attachment 135031




hopefully have some mo better numbers with the front mount and S475 :D

Id bet you hit 500 pretty easily with that S475. What turbine/housing is on that?

Mine is 6.0L w/ 9.2:1 cr (I wish I would have went higher now)
WCCH stage II heads
212/218-.59/.60@115 cam
Trick kit with 3" dp t76 76mm w/ .96 ar.
FLT 80e w/ Circle-D 258mm tripple disc
3.73 gears
@ 12psi 502hp/522tq
@ 16psi 627hp/653tq
These are with low timing, and 11 afr

Id be happy with 500 to the wheels.
Its a 83mm 1.0 AR.

Mods in my sig, and my times too.

My truck's been on the dyno one time, the numbers were 425/428. They seemed low to me, and the next week I remembered that my fuel filter hadn't been replaced since I originally installed the blower. I took it off & it was plugged, couldn't blow through it. Went back the the track and times dropped from 12.4's to 11.8's. Hasn't been back to the dyno though. :)

I gotta admit I'm a little underwhelmed by the power numbers the turbo's are putting out at moderate boost levels. They clearly have more potential when you crank it up and go for the gold... but at about 10# where I would most likely be living they dont seem all that impressive compared to their counterparts. I wonder if thats a function of having such an inefficient exhaust system compared to what the belt driven guys can run...:shrug:

you gotta take dyno numbers with a grain of salt.. Trap speed is where your power really shows up.
Different dynos will throw the numbers compared to another. and turbos are load bearing, so some dynos wont let the turbo get to full boost.
Dyno dynamics to say a dyno jet is a 15% difference.
so my 440hp would be roughly 505hp on a dynojet.

Haha but why would it be clogged.. we have such quality gas up here:bang:


We should schedule another dyno day and both head into town once my truck is all set back up :devil:

Yea I understand that, but its definitely something worth noting. The turbo's are much more efficient at making boost... theres no question there, but without spending an arm and a leg on a turbo kit they still use the stock manifold on one side... kinda whacky if you ask me. Just by looking at most of the kits I think there is a ton of power potential left in them... look at how much boost supercharged guys lose when they go to a great exhaust system... yet they are stil pushing as much if not MORE air through the engine.

:D the motor is a big air pump and you want it to be as efficient as you can make it. I could slap a 2" exhaust on my setup and see boost through the roof but I would never see any worthy gains from it.


The one plus side to the turbo is if they upgrade the exhaust to make the motor breath easier and loose boost in the process it's much easier to turn the boost back up to where it was at versus the supercharger guys like me who would have to re-pulley to gain that boost back. Either way I would think 8lbs with a free flowing exhaust would be more beneficial than 10lbs through stock manifolds.

I am kinda bummed cause I am doing all this work to the truck over the next month after my mishap and I don't think I will be able to convince the wife to let me spend another 1k for the exhaust I want to go to. My stock manifolds with the the after market muffler I have now will get the job done but would really like to get some 1 7/8 headers.


Dunno something about spending over 10k on a truck in a 6 month time frame seems to get to her when I ask to spend more :challenge:

My girl has me by the balls :( cant do nothing without her giving me an OK

You guys have gotta learn that it's easier to beg for forgiveness than it is to ask for permission!! swingit

Seems like you're doin alright in that dept... Hahaha. If my truck ran like yours did I'd be thrilled.
So true... Gotta love it.

Ask me how I got my ex-wife to pay for half of my blower/cam/rockers/etc.......... :jest:

Or just stay single and do whatever the FAWK you want!!! :troll:

haha she is just reminding me of things I said I wanted to do. Trying to pay stuff off and reduce debt so trying to stick with that. :)


I could buy lots more stuff for the truck but rather wait till I have cash in hand and not have to put it on a credit card or something like that

i hear you! but on the plus side when u wait for things a lil longer and once you have them oh boy thats a good feeling lol

lol yea.

I remember some single days though when I was big into motorcycles when it looked like the UPS guy was Santa..

I loved coming home from work to just a living room full of boxes....

Turbo exhaust manifolds are not nearly as critical as supercharger manifolds because the turbo ones are pressurized. 20 psi exhaust pressure can squeeze a lot of gas through stock manifolds.

And it actually helps to have a slightly restrictive(not the best word) exhaust before the turbine. Keeps velosity up and helps with spool time due to the pressure difference before and after the turbine wheel.

I realize that... but I think its exactly why at lower boost levels a supercharger could be more efficient. Superchargers struggle to create the boost that a turbo can, and they often cost a lot of power to create it, but at moderate boost I think the benefit of moving more air outweighs the inefficiencies of a supercharger being belt driven.

I'd be really curious to see just how much more air a TVS is pushing on a 6.0 at say 8# at 5k RPM compared to a similar turbo with stock manifold/log exhaust at the same boost level. I'm talking with the same heads, and a cam that is correctly "spec'd" for both. I know this is not because a TVS is 'better' at pushing 8# of boost, but its because so much more exhaust can escape that 8# of boost can really mean 2 totally different things there... outside of probably total air in the cylinder when it fires.

Basically what I'm getting at is I think I'm realizing for a low boost aplication, like my LQ9, a supercharger might be a far superior answer to create great power using FI...

I'm sure there is something I'm missing about a turbo set up that will even everything out here... and I really want to understand this. I think the bottom line is I may not have enough of an understanding of what makes a turbo set up great while I am much more familiar with a blower. Everythign I typed makes sense in my head, but I'd love to be proven wrong lol.

I'll add this to the mix. I don't know who this is... but I have a feeling they are a member here.

Those are real impressive numbers on 10# in a cam only 5.3. Add a little displacement for a 6.0 and a 76mm turbo and that looks like a 600 RWHP dyno at only 10#. Pretty awesome.

397.81 RW/HP 446 RW/TQ SAE Corrected.

LQ9, LS6 Cam, Mid Length Headers, Cats, Radix MP112, 3.4 Pulley, 42lb Injectors, Walbro 255lph in tank, EFI Live base tune (Black Bear).


Hope to do a little better once I send back data logs plus I swapped out the crappy flowmaster 40 as well as some more mods to come.

The flow 40 is probably hurting more than you think.

How much boost does that pulley get you? It can't be much.

That's Carbongmc, a member on here. The 5.3 melted a piston a few months back and a new build is in the process!

I use two stock 6.0 manifolds on my camaro and make over 1500 rear wheel hp. so dont worry about the manifold being the restriction. turbos dont dyno good, they have to spool and the numbers will always be off because its a short pull,

4.8
Patrick g cam (spec'd for procharger), comp cam single valvsprings, stock heads, stock intake, stock tb, stock head bolts, stock mains and rod bolts.

Pt 88 turbo 16 psi/20psi second pull
Snow Performance methanol
No NOS (hate it)
4l80 w/4400 circle D verter with circle D flexplate.
Dynoed on 20's 295/40's

Recently chipped piston #3 due to the stupid vacuum line melted from waste gate.
On a Loaded dyno:
671rwhp/622rwtq @16 psi..........792rwhp/680rwtq @ 20 psi......

16 psi pull

20 Psi pull

Thing sounds like a damn jet takin off!!! Bad ass numbers too!

Bet its laggy as shit on that 4.8! But dam its like the space shuttle when it lights off LOL... Awesome