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CK5
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LSX454 swapped 95 BASS burb.
- Thread starter shady
- Start date
Little lower, little cooler, bigger sounds.
All I accomplished yesterday was finishing the front inner piece. But didn't cut the old one out or tack it in.
I spent the first 2 hrs in the shop BSn with my buddy and watching the tree service shenanigans across the street. By then I just wasn't feeling it lol.
I think this setup, combined with the welding coat my buddies kid left me will make the rest of this go much better
Forgot to mention lack of proper gloves was the other issue.
All I had was thick azz welding gloves which I will NOT handle a grinder with. And thin azz cut resistant ones that sparks and cutting wheel material go right through.
I now have some real thin and flexible leather ones for the job.
I spent the first 2 hrs in the shop BSn with my buddy and watching the tree service shenanigans across the street. By then I just wasn't feeling it lol.
I think this setup, combined with the welding coat my buddies kid left me will make the rest of this go much better
Forgot to mention lack of proper gloves was the other issue.
All I had was thick azz welding gloves which I will NOT handle a grinder with. And thin azz cut resistant ones that sparks and cutting wheel material go right through.
I now have some real thin and flexible leather ones for the job.
So they have the same thing they just added a ramp rate....with no unit.
If you put it on "autocalc" does it let you enter both numbers?
Still more variables than that but it should be quite a bit closer at least.
Then again, the whole thing is just for comparison purposes, I don't actually trust the numbers, sometimes they are really close, and sometimes way off.
I added the duration at .050, the lift, And the LCA. It did the rest. No idea how correct 
The head flows and all that have to be manually entered.
The intake selection is super generic.
There's a BUNCH of info it wants that just isn't even available about my stuff. Like actual cam card info, head flows, intake cfm, etc.
I just got it because I was bored and surfing the net at 1am lol.
The head flows and all that have to be manually entered.
The intake selection is super generic.
There's a BUNCH of info it wants that just isn't even available about my stuff. Like actual cam card info, head flows, intake cfm, etc.
I just got it because I was bored and surfing the net at 1am lol.
Bottom left, it says auto calc, or manual. If you change that, does it let you enter any more other numbers for the cam specs, such as both adv and .050 numbers so it can better estimate the ramp rate? Or it's still one or the other?
Often you have to find the flow numbers and cam specs with searches, usually someone has flowed it somewhere.
But since you have a real dyno sheet for your engine, that is better obviously.
Something else I didn't find is anything about boost.
Couldn't find anything about adding pressure..
I've searched high and low for all that on my engine.
Cam spcs are as generic as they come, and one is flat misleading depending on where you find it.
GM says
"110° lobe center line"
Everyone takes that to mean
110° lobe separation angke.
But, they are 2 separate things. So depending on where you find it, it's listed either way.
Plus you get different lift numbers .
The AI one is just an example of what I find on magazine sites and forums alike.
Other is GM.
Head flow all I found was a mention in a post on an LS forum that said 390 ar .700". That was it lol.
Couldn't find anything about adding pressure..
I've searched high and low for all that on my engine.
Cam spcs are as generic as they come, and one is flat misleading depending on where you find it.
GM says
"110° lobe center line"
Everyone takes that to mean
110° lobe separation angke.
But, they are 2 separate things. So depending on where you find it, it's listed either way.
Plus you get different lift numbers .
The AI one is just an example of what I find on magazine sites and forums alike.
Other is GM.
Head flow all I found was a mention in a post on an LS forum that said 390 ar .700". That was it lol.
For that you need to change the intake manifold type.
Yeah a lot of the GMPP cams are like that, and some places will list it as LSA and some ICL because the people making the website don't know the difference, I've seen that many times, I go buy the GMPP catalog, shown here...
The LSA is fixed with the cam, the ICL can be moved with a timing set, but is usually ground on some target, often 4 degrees advanced(that means ICL=LSA - 4), but not always. So it makes sense if they only list one, it should be the fixed LSA.
It is also possible that they ground it straight up, which would mean LSA and ICL are equal in that case, the only way to know for sure is to degree the cam on both lobes and measure, I did that once with a ZZ502 cam, and I believe it was ground advanced, but I am not 100% sure it's been too long.
Perhaps I will do that again and write it down, but even so that's only one GM cam.
Your cam is on the bottom, directly from the GMPP catalog...
So what does it do if you change that option on the ramp rate to auto calc? Does it allow you to enter both duration numbers?
Something I've been kicking around, even though it's technically temporary and wasted money,.....
Is changing my intake to a more suited design.
My intake doesn't even come into play until AFTER my shift point and the power curve of my engine falls off.
I got this one to save my dual alt setup is all.
Which I should have just addressed at the beginning.
ICT billet has a bracket that goes where the AC usually would off the passenger head for an Alt.
Plus one for the normal driver side alt/power steering.
If I get the ones for the correct spacing for a supercharger now, I won't have to later, and I could run a FAST lsxr, or an MSD intake until the day I can SC a few years from now.
That or save money and run a stock LS7 intake for now.
Ict has a dual alt bracket, that I would have to modify to run a car intake, but it's completely and easily doable. Cut the idler bracket off and drill a new hole a little farther over for the idler bolt.
With that one I wouldn't have to change any of my wiring and it'd allow me to run their dual belt setup with a dedicated 8 rib SC belt.
Is changing my intake to a more suited design.
My intake doesn't even come into play until AFTER my shift point and the power curve of my engine falls off.
I got this one to save my dual alt setup is all.
Which I should have just addressed at the beginning.
ICT billet has a bracket that goes where the AC usually would off the passenger head for an Alt.
Plus one for the normal driver side alt/power steering.
If I get the ones for the correct spacing for a supercharger now, I won't have to later, and I could run a FAST lsxr, or an MSD intake until the day I can SC a few years from now.
That or save money and run a stock LS7 intake for now.
Ict has a dual alt bracket, that I would have to modify to run a car intake, but it's completely and easily doable. Cut the idler bracket off and drill a new hole a little farther over for the idler bolt.
With that one I wouldn't have to change any of my wiring and it'd allow me to run their dual belt setup with a dedicated 8 rib SC belt.
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With your new converter I doubt it's going to make a huge difference between the 3500 - 7000 range you run in vs what you have now, I remember that intake being pretty good in that range?
My vote is the lsxr I take because they just look freaking cool
Eh, it's more of a power range in the 5500-8000
Type thing. Even listed as 5k-7500 by fast.
I've seen a bunch of different tests now and all of them show it lacking till almost 6k.
Only one test showed it holding with the MSD in the mid range. And I'm not sure how accurate that test was now that I've seen the others.
My end goal and current set up really is a shift point of 6400 and limiter set at 6800.
My old setup with the other engine was shifting at like 6600-6700 and a 7100 limiter.
I moved those down with this engine.
Hell,... Until I figure out what's up with the holley, it's turning my limiter on by its self about 6200 right now, so I'm BARELY in this intakes happy place lol.
I'm thinking maybe the holley was registering trans slip at 6200 in a hard launch and that's why it kicked the limiter early
We'll see if it still does it after I give this trans a decent amount of time to 'break in' so to speak.
I don't want to roll it out of the shop and pound it lol
I may leave the intake for now.....? But I also have a hard time NOT playing with chit, lol.
That's why I was thinking of grabbing a used ls7 intake and just try it. See if it's any different.
As for the converter, it dawned on me that the other converter would be perfect after it's supercharged, so maybe should have had it rebuilt and kept both.
But oh well.
Type thing. Even listed as 5k-7500 by fast.
I've seen a bunch of different tests now and all of them show it lacking till almost 6k.
Only one test showed it holding with the MSD in the mid range. And I'm not sure how accurate that test was now that I've seen the others.
My end goal and current set up really is a shift point of 6400 and limiter set at 6800.
My old setup with the other engine was shifting at like 6600-6700 and a 7100 limiter.
I moved those down with this engine.
Hell,... Until I figure out what's up with the holley, it's turning my limiter on by its self about 6200 right now, so I'm BARELY in this intakes happy place lol.
I'm thinking maybe the holley was registering trans slip at 6200 in a hard launch and that's why it kicked the limiter early
We'll see if it still does it after I give this trans a decent amount of time to 'break in' so to speak.
I don't want to roll it out of the shop and pound it lol
I may leave the intake for now.....? But I also have a hard time NOT playing with chit, lol.
That's why I was thinking of grabbing a used ls7 intake and just try it. See if it's any different.
As for the converter, it dawned on me that the other converter would be perfect after it's supercharged, so maybe should have had it rebuilt and kept both.
But oh well.
By how much at 4K-5K, is it even 10 hp?
Hell,... Until I figure out what's up with the holley, it's turning my limiter on by its self about 6200 right now, so I'm BARELY in this intakes happy place lol.
I'm thinking maybe the holley was registering trans slip at 6200 in a hard launch and that's why it kicked the limiter early
We'll see if it still does it after I give this trans a decent amount of time to 'break in' so to speak.
I don't want to roll it out of the shop and pound it lol
The Holley doesn't look for slip unless you tell it to as far as I know.
The data log will tell you if it was the rev limiter this time or something else.
Something is off, mine will shift at I think 6800 and your making way more steam then mine.
I sent you the log last year, and you can clearly see in it the limiter turns on at 6200. Even though it's set for like 6700-6800, can't remember which.
I was always going to upload it to the holley forum , but I f***in hate that place.
As for the power difference, the other tests were showing like a 25-30 ftlb difference from 3k-5k, then the gap got smaller up to 6 something.
Didn't look at HP as much.
You can get 500hp out of a snowmobile engine.
But I bet a 500hp snowmobile engine wouldn't push a Chevelle as hard as a 500hp BBC lol. So I usually follow the torque when your talking push a pig
I'll see if I still have that vid, or the screen shots I took.
It did with the other engine. For some reason, this one always tripped the limiter at around 6200.
Same tune, just modified for the displacement difference, cam, and some idle tweaking.
