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#11 |
Join Date: May 2007
Location: Chicagoland, IL
Posts: 9,683
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No doubt in my mind that $4$, the LS7 is hard to beat for mods. You start out at 505hp, headers and a tune and you're looking 550 at the crank. I have a friend with a Silver 07 Z in that configuration. Not to mention it looks like a Great White coming up on your 6 when viewed in the rearview mirror. For a 5.7L, the LT-5 responds incredibly well to even small mods like porting and better exhaust. So the potential is there but the
OHV v OHC differential will always be low end torque which the LS-7 has in spades. Of course, we'll need to see what Todd has cooked up with his 427. ![]() |
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#12 |
![]() Join Date: Nov 2007
Location: Squires (near Ava MO in the Mark Twain N'tl Forest) - Missouri
Posts: 6,466
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It is becoming obvious that the torque curves on the LT5s are characteristically flatter over all, and especially at the high end. (See how for the most part the LT5s hp is more or less flat going into 7000 rpm, even on stock cams?)
The trouble with "peak" hp and torque numbers is, well, they're "peaky". The greater area under the curve(s) makes more sense when evaluating usable output. Just food for thought. P. |
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#13 |
![]() ![]() Join Date: Jun 2005
Location: pittsburgh
Posts: 4,624
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anyone have dynos of 368 or 385 cars?
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It's not the car, it's the people - Doug Johnson 90 r/r "KEYS ON" nick named "T.L.B" |
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#14 | |
Join Date: May 2007
Location: Chicagoland, IL
Posts: 9,683
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#15 |
![]() Join Date: Jan 2004
Location: Portland, OR
Posts: 1,047
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LPE 368
The pull with the higher peak numbers is the result of more aggressive plenum and injector housing porting along with installing an SRP underdrive pulley set. As you can see the power curve generally moved upward with the loss of some low end torque... as one would expect from a more aggressive intake tract. ![]()
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Robert ZR-1 Net Registry Oregon State Director 91 ZR-1 #431 Black/Black LPE 368 Last edited by Locobob; 01-15-2011 at 10:08 PM. |
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#16 |
![]() Join Date: Jan 2004
Location: Portland, OR
Posts: 1,047
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This one is a comparison of mildly modded engines of similar power showing the area under the curve for a 4th gear pull (speed not rpm graph). Anyhow you can see that the LT-5 HP curve is flatter than a comparable power LS-1.
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Robert ZR-1 Net Registry Oregon State Director 91 ZR-1 #431 Black/Black LPE 368 |
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#17 |
![]() Join Date: Jan 2004
Location: Portland, OR
Posts: 1,047
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Frank: Why is your 441 only 11-1 compression??? Wonder what the power difference would be using the more popular 12-1 ratio.
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Robert ZR-1 Net Registry Oregon State Director 91 ZR-1 #431 Black/Black LPE 368 |
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#18 |
Join Date: May 2007
Location: Chicagoland, IL
Posts: 9,683
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Bob,
Looks like they didn't do a bad job mimicking the LT5 power curve with the LSx motor. The first dyno looked like it was running a bit fat. |
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#19 |
![]() Join Date: Jan 2004
Location: Portland, OR
Posts: 1,047
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I deliberately picked the motors so that they were close in peak hp and then used what I deemed to be reasonable red lines for shift points. The graphs are indeed close up until shut down time for the LS - had it continued I'd think you'd start to see it nose over big time. My basic point of this comparison is that the LT-5 lets you hang on a bit longer resulting in more power under the used curve.
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Robert ZR-1 Net Registry Oregon State Director 91 ZR-1 #431 Black/Black LPE 368 |
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#20 | |
Join Date: Nov 2010
Location: Cedar Hill, Texas
Posts: 154
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![]() ![]() It was too good of a deal to pass up. All she needs is paint! It's a 64 SS Nova with a "tiny" 406cu small block. Supposedly it's running the 1/4 mile in the 8.80's but I'll confirm that in the spring ![]() |
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