CommodoresPlus

Another link explains the reason is not plenum volume nor throttle opening but the radius bars first implemented on the LS6 that help the air transition from the plenum to the runner.

http://forums.justcommodores.com.au/ve-holden-commodore-2006-2013/75497-difference-between-l67-l98-6-0l-engines.html#post2569642

In effect it promotes tumble of…[Read more]

Another link explains the reason is not plenum volume nor throttle opening but the radius bars first implemented on the LS6 that help the air transition from the plenum to the runner.

http://forums.justcommodores.com.au/ve-holden-commodore-2006-2013/75497-difference-between-l67-l98-6-0l-engines.html#post2569642

In effect it promotes tumble of…[Read more]

Another link explains the reason is not plenum volume nor throttle opening but the radius bars first implemented on the LS6 that help the air transition from the plenum to the runner.

http://forums.justcommodores.com.au/ve-holden-commodore-2006-2013/75497-difference-between-l67-l98-6-0l-engines.html#post2569642

In effect it promotes tumble of…[Read more]

Sure, the static compression is 14 while dynamic is 12.45 with cam parked at full advance.  When the VVT phaser is commanded to manipulate cam variables (mainly intake valve closing) it changes the dilution levels and VE of an engine at certain operating points. This in turn affects compression ratio, rpm range, fuel economy and emissions by b…[Read more]

Sure, the static compression is 14 while dynamic is 12.45 with cam parked at full advance.  When the VVT phaser is commanded to manipulate cam variables (mainly intake valve closing) it changes the dilution levels and VE of an engine at certain operating points. This in turn affects compression ratio, rpm range, fuel economy and emissions by b…[Read more]

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Sure, the static compression is 14 while dynamic is 12.45 with cam parked at full advance.  When the VVT phaser is commanded to<span style=”color: #323333; font-family: Georgia; l…[Read more]

Thanks – stout is exactly what I had in mind – more of a brawler / hauler, daily hardened battle horse rather than a skitty one-trick dyno pony staged carefully on rare air cold mornings when the stars are perfectly aligned 

I specified the engineering design to run at high speed under heavy load comfortably for days on end…[Read more]

Thanks – stout is exactly what I had in mind – more of a brawler / hauler, everyday war horse rather than a skitty one-trick dyno pony staged carefully on rare air cold mornings when the stars are perfectly aligned 

I specified the engineering design to run at high speed under heavy load comfortably for days on end efficiently. It’s not…[Read more]

Hi, welcome.

So, what was it you wanted to know about my build? Of course I couldn’t post on JC, sorta missed opportunity that 

But feel free to fire away in my build thread.

Dirk

Performace goes here

Engine Power 454kW @ 6420 RPM (610bhp)
Max Torque 834 Nm @ 4680 RPM
Specific Output 100 hp / 136 Nm per litre
(1.66 ft-lb per cid)

0-100 kph 3.8s
0-160 kph 9.2s
1/4 mile ET 12.4s @ 116 mph (186 kph)

Dynojet 357 rwkW / 742 Nm SAE J1394
BMEP 15.4 Bar
BSFC 0.49 on e85
(10.9 l/100k combined, 8.5l/100k highway)

Rotating Assy [Read more]

Engine Power 454kW @ 6420 RPM (610bhp)
Max Torque 834 Nm @ 4680 RPM
Specific Output 100 hp / 136 Nm per litre
(1.66 ft-lb per cid)

0-100 kph 3.8s
0-160 kph 9.2s
1/4 mile ET 12.4s @ 116 mph (186 kph)

Dynojet 357 rwkW / 742 Nm SAE J1394
BMEP 15.4 Bar
BSFC 0.49 on e85
(10.9 l/100k combined, 8.5l/100k highway)

Rotating Assy [Read more]

Engine Power 454kW @ 6420 RPM (610bhp)
Max Torque 834 Nm @ 4680 RPM
Specific Output 100 hp / 136 Nm per litre
(1.66 ft-lb per cid)

0-100 kph 3.8s
0-160 kph 9.2s
1/4 mile ET 12.4s @ 116 mph (186 kph)

Dynojet 357 rwkW / 742 Nm SAE J1394
BMEP 15.4 Bar
BSFC 0.49 on e85
(10.9 l/100k combined, 8.5l/100k highway)

Rotating Assy [Read more]