Re: Running on the Dyno with my LS6 on Friday
 

Yeah, inquiring minds want to KNOOOOOOOOOOOOW!!!!

Re: Running on the Dyno with my LS6 on Friday
 

I am curious to!!!

Numbers??

NEW [img]/ubbthreads/images/graemlins/smile.gif[/img]

Re: Running on the Dyno with my LS6 on Friday
 

This is a great thread but we need closure.

Re: Running on the Dyno with my LS6 on Friday
 

What is done to the block when it is "blueprinted"?

Re: Running on the Dyno with my LS6 on Friday
 

I don't think there is a lot to do to the block for blueprinting, I would say align-hone the mains with caps torqued on, make sure the cylinders are round with torque plates bolted on, check the deck for flat and level, check the lifter bores for proper dimension, maybe the height and angle of the distributor boss to the cam gear engagement point? I guess I would expect casting clean-up as well, to remove any sharp edges that can serve as stress risers.
Most of the blue-printing is done on parts that move, I believe.
-Sam

Re: Running on the Dyno with my LS6 on Friday
 

The main thing you're looking for from the block (other than you're normal bore and journal specs) is "deck height", or "piston to deck clearance". I've checked several AMA specs, several tune-up manuals, service manuals, you name it, and Chevrolet has never given a spec for this. My theory is that they had specs for the other components to get the "stacked height" (1/2 stroke+rod length+pin height) and let that determine where your deck height fell. This leaves a pretty wide range from about .010" to .025", below the deck...I'll have to grab my notes to see the actual range. Anyway, this is a pretty crucial spec in determining compression ratio, and is the main reason you won't find a factory engine with it's advertised compression ratio. NHRA allows .008" below deck on the L-71/L-72/L-78/LS-6, and -.008" (above deck) on the L-88/ZL-1. I have always heard the ZL-1 was hand built at the factory and was "blue printed" there (like the W-31 cars), and got the -.008" deck height, but I've never torn into one to see if that's true or not!

Re: Running on the Dyno with my LS6 on Friday
 

Thanks for the interest...we went away for a wedding right after the dyno session...just putting the kids to bed...I'll post the numbers tonight.

Re: Running on the Dyno with my LS6 on Friday
 

Hi sorry for the delay...when one plays at the dyno, one pays later on at home and work. Here are the results for my dyno pulls...keep in mind that the car is totally stock, NO HEAD WORK, original exhaust manifolds and stock-type exhaust and mufflers (no resonators) no balance and blue print, with >75K on the motor. Stock carb, no rejetting or optimization. Car is still running points, not HEI or Pertronix. M22. And I've never been to the dyno before. Temp was 96 degrees with 89% humidity. Not a good day to be running a high performance car.

The sound was incredible, it was just amazing to be doing > 90 MPH standing still. [img]/ubbthreads/images/graemlins/shocked.gif[/img] Here are the results of the runs:

Run#1: 305.8 HP, 374 LB Feet of Torque. [img]/ubbthreads/images/graemlins/no.gif[/img]

Cooldown [img]/ubbthreads/images/graemlins/cool.gif[/img]
Cooldown [img]/ubbthreads/images/graemlins/cool.gif[/img]

Run#2: 355 HP, 433 FT/LB of Torque [img]/ubbthreads/images/graemlins/rolleyes.gif[/img]

Go eat lunch, cool car, drink ice coffee, cool car down some more. [img]/ubbthreads/images/graemlins/cool.gif[/img] [img]/ubbthreads/images/graemlins/beers.gif[/img]

Run #3: 356 HP, 515 Ft/LB of torque [img]/ubbthreads/images/graemlins/biggthumpup.gif[/img]

I am happy with these results for now, although I think the car could have done better. I need to do the following:

1. Balance and blueprint the motor. Clearly there was more there. I gave up the ghost at 5500-5700 RPM, and clearly there was more there. Without going over the motor, I couldn't push any harder.

2. Add Pertronix points. No more points bounce and more consistent results.

3. Add 2.5 inch exhaust with 3 chamber flowmasters. Big difference in torque.

4. Carb work.

5. Maybe a multi-angle valve job. Heads are what really makes power.

6. Go back to the dyno on a dry cool day.

I took digital video of the runs and I will post them at a later date (translation: when I figure out how to manipulate the digital camcorder to the computer).

Thanks to everyone for their interest. The Dyno time was the best $70 I ever spent!!

Re: Running on the Dyno with my LS6 on Friday
 

I agree. [img]/ubbthreads/images/graemlins/biggthumpup.gif[/img] I'd be happy with those numbers from a totally stock set-up. Now you have me wondering.......should I; shouldn't I????

Re: Running on the Dyno with my LS6 on Friday
 

A few thoughts...

First off, those are really good numbers! Has anything been done to the engine? Any idea what cam?

That HP peak sounds about right for an LS-6 through manifolds. Mine peaked at 5400, and somewhere earlier in the thread I think someone posted that's about the neighborhood it's supposed to be in. An L-72 peaks about 300-500 higher due to it's shorter stroke, but doesn't make near the torque the LS-6 does.

As for mufflers, skip the Flowmasters and go with the Dynomax units. I've got the part number around here somewhere, but they make an AWESOME muffler for the A-bodies that will outflow that Flowmaster and will sound TONS better as well. It's what I've run on my L-78 and my LS-6, and is what the majority of the Pure Stock guys run. If I can find it, I've got an unbelievable exhaust test done by the Buick club that raves about this muffler...

You are correct in thinking all the little things (carb, valve job, etc.) will help, as it all adds up. Be careful and get the original type Pertronix unit and not the later model. Trust me, you don't want the newer style.

Again, AWESOME numbers, and I'd love to see what that thing would do on the track!