I was looking at the engine during some of the pulls. The filter didn't collapse. It is a little dirty though.
I don't have software yet. I do have a wideband but am going to install that with the headers.
I replaced the seals on the radix during the swap.
I do have a TC now. A 2600 Fuddle. Also, during these pulls he rolled into the throttle and on the last dyno I did he nailed it from just off idle so this might explain the strange graphs, or not?
The other dyno was exactly like the recent dyno. The last one actually backed up to a wall and the recent one backed up to an open garage door.
Temps in the garage were low 80's with 50% humidity.
My reading as of today are:
B1S1 60-790 bouncing all over
B1S2 780-815
B2S2 70-815 bouncing all over
B2S2 730-835
LTFT B1 -4.69
LTFT B2 0.00

These #'s lead me to believe I have a leak on the current headers, which side is bank one? If its the drivers side, we had to tap an exhaust manifold bolt during the swap because of a broken bolt.

Joe: I will be in Orlando in about 24 hours. Maybe I can stop by your shop on Monday and let you see all the charts and you can scan it if you want

 

One of the runs:

http://media.putfile.com/Dyno-007

 

This is as big as I could get them to post.

 

Am I reading them wrong or is your torque curve really messed up?? You were making 400lb ft at just before 2K rpms before and now it doesnt get there until almost 4K and after that it falls off very quickly!! That sure LOOKS like something isnt right to me.
Previously at 5500 you were still making 400lb ft, now at 5500 you are only making 350rwtq. Somethings up

 

Exactly. I don't know what it could be. Bigger engine, bigger cam, more boost=less low end Tq???? Maybe I should put the 5.3 back in. I'm still stuck on the cam. I'm not gonna make any major changes until I get the exhaust work done and re-dyno. Feel free to keep discussing this and throwing out ideas but....I'm off to Orlando for a week so I won't be able to log-no until next Sunday. Thanks for the help guys

 

The torque is scaled different than the Hp. It autoscales this way. Be sure you guys are looking at the torque scale on the right side.

It was hovering around 80 degrees all day in the shop. On a blower car/truck, the correction factor only corrects so much. I've done blower setups on Cold days and then on Hot days and the corrected number is always higher on a cold day. This isn't as much of an issue on a NA application, but on a boosted app it plays a big role.

The converter cost you some power, but you are still ahead. The headers are for sure needed. It will only intake so much air if it can't get it out of the engine. It is a pump, in order to get more in, it has to have a way to get it out.

 

That makes a big difference LOL! Nobody I showed them to has noticed the other scale. Maybe the scale is messing with my head. I KNOW the 6L is making more Tq than the 5.3 did. But the numbers aren't there. But there is a big SOTP difference between the 5.3L and 6L on low end Tq. That's why I was so surprised that adding more boost and leaning it out didn't feel stronger.
Gotta go drive to Orlando and begin drinking. See ya!

 

If you do read this, give me a call or come by. I have some questions. I was busy and didn't get back to this until now. Sorry, Joe.

 

a 112 lsa seems a little tight for FI. Hope you get it figured out

 

Guys I found a good article on cams in LS2 engines. This is worth reading and maybe it can be applied to the 6.0 iron blocks.