merc3065

This is a 1988 firebird setup to give you an idea of the intake bellows (camaros were inherently better because of no 90 degree elbow)

Engine:
L98 350 estimated compression of ~9.6:1

Intake:
SLP Cold Air kit
K&N Air filter
Stock MAF
Stock 48mm TB
Stock Intake Plenum
Edelbrock Hi Flo runners
Edelbrock Hi Flo intake manifold

Valvetrain:
Crane Powermax 2032, .482" intake, .496" exhaust (with 1.6rr)
Crane OEM replacement roller lifters
Comp Cams 1.6 ratio Magnum roller rockers

Heads:
Edelbrock 60859 Centerbolt aluminum heads, 60cc combustion, 165cc intake port, max spring lift .575", 2.02" intake valve, 1.60" exhaust valve

Exhaust:
SLP 1 3/4" Headers
3 inch catalytic converter
3 inch flopro catback
Flopro V-max dual outlet muffler

Ignition:
MSD Pro billet distributor
NGK Iridium spark plugs
MSD Blaster coil

ECM:
Stock 165 32B prom (currently learning how to program and modify the chip though...)

Fuel:
Accel 24# Injectors
Holley AFPR
BBK 255lph fuel pump
94 octane pump gas (~10% ethanol mix from Sunoco)

My biggest point of interest here though is the specs on the Edelbrock Hi flo runners vs say SLPs siamesed ones. I've searched google and the boards to find a comparison between the two and nothing, but a lot of accel and AS&M vs SLP...

Can anyone see places for improvement? My goal is to be able to hit 300 or so rwhp and retain the 350 displacement for now.

Any ideas of what the current setup would have for output numbers? When I dyno'd it last year it came in at an unimpressive 218 rwhp and 280 ft/lbs rwtq, but something wasnt right (ignition was all messed...)

Gunner823

iTrader: (2)

Probably close to 250 rwhp, properly tuned maybe 275rwhp. You're giving up some power sticking with the near-stock compression ratio and going with aluminum heads. You'll also want to hog out those runners and the base and port the plenum (and port match everything) for some more ponies.

Just a guess though, if you do get it dynoed soon let us know the results.

rgarcia63

Is the cold start system functional?
What Bin do you have, and what changes have you made to it?

bjankuski

My guess is 270 RWHP and 350 RWTQ.

I had a similar combination and that was close to what I had.

TexasSilhouette

iTrader: (4)

This is a 1988 firebird setup to give you an idea of the intake bellows (camaros were inherently better because of no 90 degree elbow)
Debatable


Engine:
L98 350 estimated compression of ~9.6:1

Intake: Ineffectual parts removed
Edelbrock Hi Flo runners
Edelbrock Hi Flo intake manifold

Valvetrain: Ineffectual parts removed
Crane Powermax 2032, .482" intake, .496" exhaust (with 1.6rr)
Comp Cams 1.6 ratio Magnum roller rockers

Heads: Ineffectual parts removed
Edelbrock 60859 Centerbolt aluminum heads, 60cc combustion, 165cc intake port, max spring lift .575", 2.02" intake valve, 1.60" exhaust valve

Exhaust: Ineffectual parts removed
SLP 1 3/4" Headers
3 inch catalytic converter
3 inch flopro catback
Flopro V-max dual outlet muffler

Ignition:Ineffectual parts removed

ECM:Ineffectual parts removed

Fuel:Ineffectual parts removed or commented
Accel 24# Injectors (Provides no increase directly)
Holley AFPR (Actually ineffectual with tuning)
BBK 255lph fuel pump (Provides no increase directly)
94 octane pump gas (~10% ethanol mix from Sunoco) (Provides no increase directly, but may allow more timing)

My biggest point of interest here though is the specs on the Edelbrock Hi flo runners vs say SLPs siamesed ones. I've searched google and the boards to find a comparison between the two and nothing, but a lot of accel and AS&M vs SLP...
AS&M runners can prove their merit, the others, not so much. I'm sure I'll get flamed for saying that. I have a set of SLP siamesed runners (bought used) and I was very disapointed in the interior finish. They spent WAY more time making the outside pretty than they did making the inside effective. If it were not for the higher volume, I don't think they would add squat.

Can anyone see places for improvement? My goal is to be able to hit 300 or so rwhp and retain the 350 displacement for now. good goal, I think if it's possible you may need to open up that plenum and go to a bigger throttle body. Then add the associated tuning to accomodate the upgrades. You have an advantage over a speed density system in that it can do some compensation for you but you have a disadvantage of the MAF limit. Get you a MOATES setup to make your other mods earn their keep.

Any ideas of what the current setup would have for output numbers? When I dyno'd it last year it came in at an unimpressive 218 rwhp and 280 ft/lbs rwtq, but something wasnt right (ignition was all messed...) love that TPI torque, but you still had some on the table there. Ever consider Nitrous?

86redIROC

How about a guess on this combo?

Blueprint engines 355 4 bolt short block
Trick Flow aluminum heads 175 runners 1.94 1.55 valves
10.25:1 compression
ported plenum by TPIS
Eldelbrock base plate
AS&M big tube runners
Crane AFR
24Lbs injectors
Comp Cams CS-XE268H-14 224/230@.50 479/480 lift 114 sep
1.5 roller rockers
52mm TB
Screens cut out of mass airflow sensor
March underdrive pulleys
hooker 2055 headers
no cat to Magnaflow exhaust
Dyno tune by LS Racing

merc3065

rgarcia63: Cold start is still functional, still running the 32B bin, I havent made any changes to the chip itself, I just downloaded the bin and started messing around with it in TunerproRT just to see what things change etc. Im still very overwhelmed by the amount of information that the ECM controls through it... When i had the dyno done last year it was running with a Jet Hotchip Stage 2 (possibly the reason why it was kind of low?)

TexasSilhouette: Your insight is very helpful and I was considering at the very minimum, gasket matching the entire intake system. The edelbrock runners and intake manifold, much like the SLPs has a lot of rough cast inside the runners themselves. As for nitrous? Ontario Canada transportation laws are kind of grey when it comes to nitrous. Some police could charge you for transporting dangerous goods without a proper license or plate tag for the vehicle. It is highly arguable, but for something I enjoy to drive even to the grocery store? I dont need the hassle really. So the ignition system really doesn't free up any lost horsepower other than just smoothing out the entire combustion process really?

Does it matter what PSI the fuel pressure is currently? I have it set to 50PSI at idle with vacuum disconnected.

Gunner823: What is the disadvantage or advantage to going with the aluminum heads? Could you explain that a little better as I was always told that the aluminum heads were better overall for weight savings, run a little more timing, and they help dissipate heat a little better than say my old cast iron L98s.

Would it still be runnable on pump gas with a higher compression, such as say 10.0 or 10.5?

All: What would your recommendation of cam be? Should I look at a more aggressive cam profile vs the slight improvement over stock that the powermax 2032 provides? I have read a lot about the LT4 hotcam, but i've been looking at some of the Comp Cams, XFI cam grinds that they have. Would the heads I currently have be capable of handling more flow rate from a more aggressive cam?

TexasSilhouette

iTrader: (4)

TexasSilhouette: Your insight is very helpful and I was considering at the very minimum, gasket matching the entire intake system. The edelbrock runners and intake manifold, much like the SLPs has a lot of rough cast inside the runners themselves. As for nitrous? Ontario Canada transportation laws are kind of grey when it comes to nitrous. sorry, damn socialisimSome police could charge you for transporting dangerous goods without a proper license or plate tag for the vehicle[the bottles are DOT approved in the USA,I know that means noting there.[/b]. It is highly arguable, but for something I enjoy to drive even to the grocery store? I dont need the hassle really Nothing like punching 180+HP while getting on the highway.. So the ignition system really doesn't free up any lost horsepower other than just smoothing out the entire combustion process really? If you were making major power and/or turning some major RPM, you might see a measurable change.

Does it matter what PSI the fuel pressure is currently? I have it set to 50PSI at idle with vacuum disconnected. an adjustable FPR increases the mixture across the board forcing the ecm to take away fuel at cruise. While in open loop, it will cause a rich mix as the fuel tables in the ecm are calibrated for your stock PSI and stock flow injector. What an AFPR can do is allow you to tune (by changing the tables in the PROM) for higher horsepower without replacing the injectors (up to a point anyway), otherwise, your just over fueling and may well burn up that new converter.

merc3065

so definately for starters change the injector size in the PROM and then use the AFPR as a tuning aid.

The motor has a rod knock in it currently which is why im asking all these questions as it's coming apart completely, so while I have everything apart, its a good time to properly gasket match and smooth out the runners/intake somewhat. I may actually take the intake stuff to a machine shop in Toronto that does extrude honing and have them hog out the runners a but more for some additional air volume as well as the intake base.

But I guess the biggest part once it's all back together will be to get it properly tuned for ignition timing, ecm and fuel pressure.

Gunner823

iTrader: (2)

Aluminum heads dissipate heat much better than iron. The rule of thumb in general cases is to add a point of compression when going with aluminum heads. To maximize power and efficiency you would want to run 10.5-11.0:1 compression, with the proper quench of course (around .040). More compression=more power.