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LSX Dyno With Three Different Intakes - Eye Of The Tiger - TechPart 4: SAM Dyno Tests Our LME-Built 451cid LSX With Three Different Intake Combinations From Mild To Wild From the August, 2010 issue of GM High-Tech Performance By Scott Parker Photography by Scott Parker, Stephen Kim
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If you have been following this build series that started back in the March '10 issue, then you know that our 451 cubic-inch LSX motor is capable of some serious power thanks to Late Model Engines in Houston, Texas. Not one single aspect of this motor was glossed over, from the oil pan to the rocker arms. It was all designed with one purpose: total domination. We wanted to build the most powerful hydraulic roller combination possible, which would also feel at home in a street car. In this last installment, we will be capping off the motor with a set of valve covers from Moroso, coils from MSD Ignition, and injectors from RC Engineering as well as testing several intake manifold combinations to demonstrate the differences between a pure street setup, borderline street/strip, and all-out race. The folks at Scoggin-Dickey Parts Center set us up with a factory LS7 intake to provide our baseline, which is a well-engineered piece that we plan to leave on the motor given its final destination. However, we also wanted to try a sheet-metal intake manifold that would clear a typical late-model hood or cowl, so Wilson stepped up to deliver its Billet Bank intake and 90mm throttle body. Last but not least, for the full-on race intake we called Performance Induction Specialties for its smooth-as-glass two-piece intake, which we outfitted with a Wilson Dominator four-barrel throttle body. Offhand we were expecting the best average power from the factory LS7 intake, best peak from the PI intake, and the Wilson to be somewhere in between. For dyno testing we turned to the School of Automotive Machinists just down the road, where LME owners Pecos Loughlin and Bryan Neelen actually met (while in school). LME's dyno cell is currently under construction, so we took the opportunity to use SAM's SuperFlow, which has already dyno'd one of the most powerful naturally aspirated LS1s ever-so we considered this good luck. Since this motor was ultimately intended for use with a factory PCM, it seemed logical to dyno it with the same computer. We scored a '99-02 LS1 PCM locally from AntiVenom, and Painless Performance sent us its Extended Length Gen III wiring harness (PN 60509). The final piece of the puzzle was an electric water pump from Mezeire that would make dynoing the motor easier and reduce parasitic loss. Follow along to see how our 451 LSX faired on SAM's SuperFlow engine dyno.  If you have been following...  If you have been following the build thus far, then you know that the stellar crew at Late Model Engines in Houston, Texas, put this bad boy 451 LSX together. Bryan Neelen, Pecos Loughlin, Lee Brubaker, and Robert Maenza have been responsible for some of the fastest LS1s in the country. While this particular build may not fall into that category, they applied the same attention to detail and craftsmanship. All components were carefully selected with the help of Bryan, who worked with Pecos and the crew to develop street-friendly specs that would also make great power.  One aspect we left out last...  One aspect we left out last time, Canton Racing's Pan Mounted Spin-on Filter Mount (PN 22631) is essential if you plan to run the filter in the stock location. Another option is to run one of Canton's remote filter setups that will allow you to run a larger filter that allows better header clearance and safety from a damaging wheelstand. Another side note, Chris Bennett provided some Royal Purple 5W30 for dyno testing, which later proved to be worth 15hp and 10 lb-ft of torque at peak with a .5 cfm improvement in blow-by on SAM's dyno. More on testing later...  After trying out a few sets...  After trying out a few sets of valve covers, the Moroso 2 1/2-inch Tall Design (PN 68354) seemed to be just what we needed. They were specifically designed to clear bulky shaft-mount rockers like our T&Ds and the fabricated aluminum gives a rugged look appropriate for this motor's intended destination.  As you may have noticed, there...  As you may have noticed, there didn't seem to be any provisions for mounting the coils on the Moroso covers. That's because they are designed for remote mounting with this kit (PN 68354). If you prefer to mount them directly onto the covers like factory, Moroso also has you covered.  Meziere hooked us up with...  Meziere hooked us up with an electric water pump (PN WP119SHD), which not only made dyno testing easier, since we wouldn't have to worry about belts, but also provided the added benefit of no parasitic loss and superior flow. This heavy-duty version flows 42 gallons per minute, and comes with a 2-year unlimited mileage guarantee and over 3,000 hours of life expectancy. At only 7.1 lbs, it even saves weight!  We've had great luck in the...  We've had great luck in the past with MSD's coils and plug wires, so we didn't hesitate to put them in charge of giving spark to the high-powered LSX motor. The LS1 Multi Spark Coils (PN 82468) greatly enhance combustion efficiency and spark energy over the factory pieces-capable of 44,000 volts. MSD's 8.5mm Super Conductor needs no introduction as "the" performance plug wire. We originally picked up the standard GM LS1 for '97-and-up Vette/Camaro (PN 32819) when we were going to mount the coils on the valve covers, however, have since switched to the Universal LS1 set (PN 32079) for the extra length we'll need.  Knowing how thirsty this big...  Knowing how thirsty this big motor was going to be, RC Engineering sent its 650cc high-impedence injector (PN SL4-650), which comes out to 62 lbs/hr. They also offer a 750cc (71 lbs/hr), which would be perfect for a high-horse, boosted application running a stock PCM. For those not familiar, RC was founded by legendary motorcycle drag racer Russ Collins who has been pushing the limits of technology since the '50s. RC's business is injectors and they do it well-you would be hard-pressed to find another aftermarket company putting more effort into engineering and testing injectors.  For engine management we went...  For engine management we went with the '99-and-up LS1 PCM, which is considered by many to be the easiest to tune in higher horsepower applications. However, with the latest software developments it may soon be surpassed by the E38 and E67. One thing is for sure, though, the '99+ LS1 PCM is definitely more abundant and cheaper. We sourced this one locally from LS1 specialist Greg Lovell at AntiVenom, who keeps them on hand because he likes to stuff an LS1 into anything he can get his hands on, not to mention the arsenal of factory-equipped LS1s he manages.  Scoggin-Dickey Parts Center...  Scoggin-Dickey Parts Center provided a factory LS7 intake, which came with injectors, fuel rails, and an electronic throttle body. The bare intake (PN 12569011) is currently available for $378.80; pricing for the assembled piece is on the way. Since the redline on an LS7-equipped C6 Z06 is 7,000 rpm; this manifold has proven to work well up to that rpm, and provide excellent torque on the low end while boasting a very reasonable price.
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1999 Pontiac Firebird Trans Am - Street Heat
Almost no other GM model pulls off the aggressive look quite like the fourth-gen Trans Am, and when you modify one like Nathan Turjillo from Las Vegas has, well; you end up with a real showstopper....
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