Tomorrow. The single plane did not make it in on time so I bought another dyno day for ****s and giggles. Trick flow single plane. The edelbrock dual is not playing well with side to side afr. Also we are pegging 106psi of oil pressure lol. Losing quiet a bit of hp (5-8hp per 10psi). So Im going to have them dump the 15-40 and go to 5-30 which is what llmor runs in his ls marine engines. We are set at .0026 mains .0023 rods so the lighter oil will be adequate. The dyno pulls are in full marine trim (alt, wp, swp) minus exhaust. Exhaust used is the small 1 3/4 schoenfield stepped circle track headers. Tested no spacer, open 1”, open 2”, 1” 4 hole. No spacer sucked. Gained 20 by adding spacer. 4 hole sucked too although it had most consistent afr side to side. 22-30 timing. Final ser at 26 as 26-30 only seen like 8hp. Safety tuned. 10x3 gaffrig air cleaner in place on all pulls. Dyno is very greedy according to the gentleman running the dyno. Says he has had customer run cars on chassis dyno and make 20rwhp more than is shown on engine dyno. That is here nor there. Also will be posting egt data. Tq fluctuates only 87ft lbs from 2600-6200. Very flat. Will post tomorrow once data with single plane comes in.

Were you also planning on trying the marine exhuast and see if there is any change?

Not this time. I did ask about the difference between the schoenfields and my marine exhaust. He said that hp up top would be similar with a reduction in the midrange of about 15-20. Apparently the exhaust im using is similar to running the z06 manifolds rather than std ls3 camaro, which is good news to me. I will be redynoing next season when I take the conservative cam out and go to headers.

Ok. Here we go. Just to recap. Keep an eye on the ugly afr on the dp. The sp was much cleaner but swappedlean banks. Weird. Stock ls3 heads. Stock rockers. 408 stroker. 11:1 1050 4150. Full marine trim minus exhaust. J607 correction in Tucson AZ. Not max timing runs. 30 degrees showed max power but I had them reduced to 26 to beconservative and safe. The 237/237 114lsa single pattern that I designed meets the anti reversion qualities of my exhaust but as you can see flattens out at the top due to poor exhaust flow on the exhaust port. Makes good solid power all the way through but as my budget does not allow headers at this time I stayed conservative to prevent reversion. I did do a b testing for you guys ( thank my pocket book later) with single and dual plane intakes. Keep in mind that the operator before even running it stated it is very greedy. Believe me, dont believe me. I dont really care. We will be a b cam testing in the next month. Will be adding in split and reducing intake duration. Possible porting. Holy oil pressure. Lol The last shot is dual plane with direct carb mount vs 1”. It did not like the direct mount. Dyno operator and I do not particularly care for these carbs. Both flowed and ran the same but finicky and require drilling bleeds as bleed jets are oversize to standard. Not a fan. Ran decent once tuned. Idled at 800. Medium choppy idle

Dual plane vs single plane. Sp run is not our best run. 10hp shy. Just for comparison sake

Pull showing from 2600 on dual plane with 2” spacer 26 timing