More Horses - C4 & C5 Only
#11
07-27-2006, 11:48 PM
RE: More Horses - C4 & C5 Only
Drum roll as we wait the reply from "Mech259".......[sm=feedback.gif] [sm=smiley20.gif][sm=smiley21.gif]
#12
07-28-2006, 03:37 AM
RE: More Horses - C4 & C5 Only
i be really surprised to see anything close to 100hp. exhaust, especially with headers will be a big chunk of the gain...you might see 40 or 50 with those. the rest together i would expect no more than 15, 20 being generous. though im interested in the specs of that prom II. and it also depends on how well your engine was running before. no doubt the difference was night and day, but im betting no more than 50 or so hp.
#13
07-28-2006, 09:01 AM
RE: More Horses - C4 & C5 Only
All of you who have responded have hit the nail on the head. With regards to the prom, I had it custom made by a well-connected fellow here in Ontario back in 1998. Then, it cost me $ 216.00CDN, and it works well. The 160* thermostat keeps my engine cool at 180 - 190* constantly. I've been through a lot of cars in my 67 years, but this 87 Vette, which I've owned since 1992, with these modifications I've listed has really made this Vette into a "youngster". I'm very pleased with the results.
mypetu39
mypetu39
#14
07-28-2006, 11:06 AM
RE: More Horses - C4 & C5 Only
I've dynoed every addition to my 'o2 ZO6 since new. Here are the gains for some mods, all corrected to standard SAE conditions. In all cases the RWHP figures shown are after any re-porogramming to maximize HP gain, if needed.
Baseline, stock, no mods except skip-shift module: when new 350 RWHP (new, less than 1300 mi), and 357 RWHP (worn in, 6000 mi)
Cold air intake and lower thermostat (sort of like the mod that started this) - difficult to measure (we took it on and off a few times in several runs) but concluded eventually it added between 3 RWHP and a bit less than 5 -- 361 RWHP.
Headers (Lingenfelter long tube, 1 3/4 inch, stainless headers, stock cat back) - 389 RWHP with up to 25 ft lb torque gain in 2000-4000 RPM region.
Catback - GHL flow through 2 3/4 inch pipes throughout - 392 RWHP (the stock ZO6 exhaust was damn good for a basically stock car, I put this on mainly in anticipation of the 427 mods to come - I had seen tests that showed it was worth 30 RWHP on 427s of around 700 RWHP)
Normally aspirated 427 C5R engine with ported Patriot III heads (flow 350+), built right, only 10:1 compression, custom Crower cam with .65 lift, around 250 deg duration, 58 lb injectors, FAST intake, 90mm TB, etc.: new (540 mi): 505 RWHP, worn in (6000 mi) 530 RWHP, and . . .
- with Procharger D1SC, pulley sized for less than one pound of boost: 490 RWHP
- smaller pulley at 2.5 lbs boost - 530 RWHP
- smaller yet at 4 lbs boost - 565 RWHP
- smaller yet at 5 lbs boost - 603 RWHP
At this point ran into, belt slip on the Sc if went to a smaller pulley, and fuel system maxed out.
Now in the shop for a custom SC-overdrive crank pulley to go to 7-8 lbs boost, and a new fuel system with 85 lb injectors. Hoping for about 675-700 at the RW.
Baseline, stock, no mods except skip-shift module: when new 350 RWHP (new, less than 1300 mi), and 357 RWHP (worn in, 6000 mi)
Cold air intake and lower thermostat (sort of like the mod that started this) - difficult to measure (we took it on and off a few times in several runs) but concluded eventually it added between 3 RWHP and a bit less than 5 -- 361 RWHP.
Headers (Lingenfelter long tube, 1 3/4 inch, stainless headers, stock cat back) - 389 RWHP with up to 25 ft lb torque gain in 2000-4000 RPM region.
Catback - GHL flow through 2 3/4 inch pipes throughout - 392 RWHP (the stock ZO6 exhaust was damn good for a basically stock car, I put this on mainly in anticipation of the 427 mods to come - I had seen tests that showed it was worth 30 RWHP on 427s of around 700 RWHP)
Normally aspirated 427 C5R engine with ported Patriot III heads (flow 350+), built right, only 10:1 compression, custom Crower cam with .65 lift, around 250 deg duration, 58 lb injectors, FAST intake, 90mm TB, etc.: new (540 mi): 505 RWHP, worn in (6000 mi) 530 RWHP, and . . .
- with Procharger D1SC, pulley sized for less than one pound of boost: 490 RWHP
- smaller pulley at 2.5 lbs boost - 530 RWHP
- smaller yet at 4 lbs boost - 565 RWHP
- smaller yet at 5 lbs boost - 603 RWHP
At this point ran into, belt slip on the Sc if went to a smaller pulley, and fuel system maxed out.
Now in the shop for a custom SC-overdrive crank pulley to go to 7-8 lbs boost, and a new fuel system with 85 lb injectors. Hoping for about 675-700 at the RW.
#16
07-28-2006, 11:11 PM
RE: More Horses - C4 & C5 Only
ORIGINAL: Lee Willis
I've dynoed every addition to my 'o2 ZO6 since new. Here are the gains for some mods, all corrected to standard SAE conditions. In all cases the RWHP figures shown are after any re-porogramming to maximize HP gain, if needed.
Baseline, stock, no mods except skip-shift module: when new 350 RWHP (new, less than 1300 mi), and 357 RWHP (worn in, 6000 mi)
Cold air intake and lower thermostat (sort of like the mod that started this) - difficult to measure (we took it on and off a few times in several runs) but concluded eventually it added between 3 RWHP and a bit less than 5 -- 361 RWHP.
Headers (Lingenfelter long tube, 1 3/4 inch, stainless headers, stock cat back) - 389 RWHP with up to 25 ft lb torque gain in 2000-4000 RPM region.
Catback - GHL flow through 2 3/4 inch pipes throughout - 392 RWHP (the stock ZO6 exhaust was damn good for a basically stock car, I put this on mainly in anticipation of the 427 mods to come - I had seen tests that showed it was worth 30 RWHP on 427s of around 700 RWHP)
Normally aspirated 427 C5R engine with ported Patriot III heads (flow 350+), built right, only 10:1 compression, custom Crower cam with .65 lift, around 250 deg duration, 58 lb injectors, FAST intake, 90mm TB, etc.: new (540 mi): 505 RWHP, worn in (6000 mi) 530 RWHP, and . . .
- with Procharger D1SC, pulley sized for less than one pound of boost: 490 RWHP
- smaller pulley at 2.5 lbs boost - 530 RWHP
- smaller yet at 4 lbs boost - 565 RWHP
- smaller yet at 5 lbs boost - 603 RWHP
At this point ran into, belt slip on the Sc if went to a smaller pulley, and fuel system maxed out.
Now in the shop for a custom SC-overdrive crank pulley to go to 7-8 lbs boost, and a new fuel system with 85 lb injectors. Hoping for about 675-700 at the RW.
I've dynoed every addition to my 'o2 ZO6 since new. Here are the gains for some mods, all corrected to standard SAE conditions. In all cases the RWHP figures shown are after any re-porogramming to maximize HP gain, if needed.
Baseline, stock, no mods except skip-shift module: when new 350 RWHP (new, less than 1300 mi), and 357 RWHP (worn in, 6000 mi)
Cold air intake and lower thermostat (sort of like the mod that started this) - difficult to measure (we took it on and off a few times in several runs) but concluded eventually it added between 3 RWHP and a bit less than 5 -- 361 RWHP.
Headers (Lingenfelter long tube, 1 3/4 inch, stainless headers, stock cat back) - 389 RWHP with up to 25 ft lb torque gain in 2000-4000 RPM region.
Catback - GHL flow through 2 3/4 inch pipes throughout - 392 RWHP (the stock ZO6 exhaust was damn good for a basically stock car, I put this on mainly in anticipation of the 427 mods to come - I had seen tests that showed it was worth 30 RWHP on 427s of around 700 RWHP)
Normally aspirated 427 C5R engine with ported Patriot III heads (flow 350+), built right, only 10:1 compression, custom Crower cam with .65 lift, around 250 deg duration, 58 lb injectors, FAST intake, 90mm TB, etc.: new (540 mi): 505 RWHP, worn in (6000 mi) 530 RWHP, and . . .
- with Procharger D1SC, pulley sized for less than one pound of boost: 490 RWHP
- smaller pulley at 2.5 lbs boost - 530 RWHP
- smaller yet at 4 lbs boost - 565 RWHP
- smaller yet at 5 lbs boost - 603 RWHP
At this point ran into, belt slip on the Sc if went to a smaller pulley, and fuel system maxed out.
Now in the shop for a custom SC-overdrive crank pulley to go to 7-8 lbs boost, and a new fuel system with 85 lb injectors. Hoping for about 675-700 at the RW.
#18
07-30-2006, 05:15 PM
RE: More Horses - C4 & C5 Only
hi i was looking at my vette air cleaner it already has a square cut out i am sure i am looking at the rite one the one i am talking about is rite under the face of hood on topp of radiater the two round hand bolts holds the metal lid on the air cleant this lid is cut all ready is this the correct lid or should i be cutting the lid under the air cleaner.
#19
07-31-2006, 08:43 AM
RE: More Horses - C4 & C5 Only
To CRASH (New member); An air foil is usually an aluminum "wing" apparatus which screws on to the face of the plenum. They vary in price and is supposed to stop air turbulence entering the plenum. Very simple to install and does increase HP. Known as a "bolt on" to increase HP.
mypetu39
mypetu39
#20
07-31-2006, 08:46 AM
RE: More Horses - C4 & C5 Only
To GREENSKIN: You are absolutely correct concerning the lid of your air cleaner box. One large square cut out on the lid is better for air flow that two circles, or one circle for that matter, for more induction of air. If you don't have a K & N air filter, best to think about getting one.
mypetu39
mypetu39