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About deezel

  • Rank
    *Elite SS Member*
  • Birthday 05/01/1970

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Previous Fields

  • Silverado SS/VHO/TrailBlazerSS Color
  • SS/VHO/TrailBlazerSS Year
  • Build Date/TPW
  • Delivering Dealership
    Vandergriff Chevrolet
  • Delivery Date
  • Modifications
    ram air, black grill, tint, LS1Edit

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  • Location
    Dallas, TX

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  1. 364c.i. x 6200rpm / (3456cu.ft/c.i./rev) = 653cfm (n/a) give it 8psi of boost and thats about 1000cfm at 6200rpm - still within the capability of two random tech cats. about 10psi would begin to experience restriction from those cats.
  2. not sure how exact that estimate is... by my calculations, using intake manifold pressure, engine displacement, and rpm, the air flow of a hypothetical 408 c.i. engine would be: 732cfm at 6200rpm and 1atm (N/A) 1098cfm at 6200rpm and 1.5atm (~7.5psi boost) 1464cfm at 6200rpm and 2.0atm (~15psi boost)
  3. I have logs that stay 96-100 kPa at WOT... = no intake restriction. ~40lbs/min Ideally your MAP reading should be equal to atmospheric pressure at WOT, for non-boosted engines.
  4. I forgot to mention my '00 had a locker. Two-wheel burnouts were no problem.
  5. I could spin tires in my 2000 5.3 ext cab with both stock tune (barely) and especially with a Hypertech tune (spin first and scratch second). I would expect more from a custom tune...
  6. Considering the truck intake... Maybe the "tube-with-a-hole-in-it" core of the intake is part of the restriction in the truck intakes. I thought someone was considering enlarging one of those at one point... but I don't recall ever seeing any results. If one could figure out how to enlarge that hole without screwing up the air distribution to the cylinders, one could possibly improve the high-rpm performance of the truck manifold.
  7. shackles and turned down torsion bars - no problems. lower the front to where you want it, then get a good alignment. make sure you test drive it afterward and have them fix if you are not satisfied with the alignment. it can be a little harder for them to align with the torsion bars turned down because the amount of adjustment available is reduced, but a competent tech can get it aligned right. i had them do three times before i was satisfied with the alignment.
  8. Oh yeah... sub-zero. It never gets that cold down here. Were the 160 temps you have observed on engines with a clutch fan? Perhaps e-fans turned off might allow better heating?
  9. Depends on how much you plan to use it, how much risk you are willing to take, what mods you have, etc. A "super safe" setup would have redundant solenoids, fuel pressure safety switch, fuel/N2O filters, .. perhaps a few other gizmos. The window switch helps prevent two undesirable conditions - too much nitrous at too low rpm (which can cause detonation) and spraying through shifts (which can damage trans). I have sprayed a 120shot using a hand held button switch from just after launch through the 1-2 and 2-3 shifts. I'm more of a risk taker than some folks, but I also use logging so
  10. A 160-stat will have your engine running at about 180-185 most of the time. Unless you have electric fans and can adjust the on/off temperatures to keep it at a different temperature (roughly anywhere between 178-198 is possible).
  11. There are a few tuners around DFW. A couple of high end performance shops, and one or two individuals (who may or may not still be available) that I am aware of. There are also several SSS owners in the area who have done their own tuning with ls1edit, hptuners, and Flashscan. If you are still deciding on which option to go with, and interested in this, drop me a PM and I will provide more info.
  12. A mail order tuner can only make his best guesses at what adjustments should be made to match your vehicle's performance mods. Some of these tuners offer an improved level of service if you can provide them with data logs from your PCM during various operating conditions (idle, cruise, WOT). They can use the logs to improve the tune somewhat. An in-person tune on a dyno allows the tuner to optimize spark and fuel at many different operating points, all in one session. Measuring the power at different RPM and load ranges, the dyno leaves no question about what combination of spark/fuel y
  13. How long will you be in TX, Matt? I think a few tracks will be open for test-n-tune by mid-January. A quick check found two possibilities, but their 2006 schedules are not posted online yet. I will call tomorrow. If you're still around in Jan., I'd be up for trying to meet you at a track one weekend. I don't mind losing a few passes to you. The tracks I'm considering are in Paris, TX (roughly equal drive from Dallas and Texark) and Guillem, LA. (close to Shreveport). Ennis won't open until March, I think. Hallsville (near Longview) shut down in Sept. until further notice - they
  14. I put about 25k on a set of TR6's. Not blown, but a hot tune and occasional N2O. I also like to read the plugs once in a while, and might as well put some new ones in since I'm going to the trouble of pulling them out. I usually swap them about every two or three oil changes (6000-9000mi). Not too bad - about a 30 minute job. Best done when the engine is cool.
  15. Sounds like maybe the bulb is loose in the socket. Can you crimp the socket slightly to get a tighter fit? Also consider using some bulb grease on the contacts to prevent corrosion and arcing.
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