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Nice to hear from you papi..馃槀

With this head, we are it appears, to be dealing with an essentially
stock LS3 / LSA Head, which is not close to something like the Dart
Head, nor as good as is the Mast Head regarding the shape of the
combustion chamber (JMHO)!

Looking at the pertinent Intake Flow Numbers. . .

Lift. . . . . . . . Flow
0.400. . . . . . 290
0.500. . . . . . 332
0.600. . . . . . 354

The biggest thing I see with the LME Heads is; the volume of the
intake runner has been increased to 285 CC. I am beginning to see
a few porters now viewing the needs of a Supercharged Engines
cylinder heads differently, then they did some years back.

It matters not only what the internal volume (CID) of the engine is
versus the engine rpm, but what really matters is the Mass Flow Rate.

If we can get more air into the engine, we can also feed it more fuel.
This is called the "Mass Charge'.

So, you can either spin the engine to a higher engine rpm
to improve the 'Mass Flow Rate', or you can force it in with
something like a blower.

Using either method, . .
We are increasing the mass flow through the engine
over some given interval of time. . . . .

So we are now seeing real porters, not just those that make things
shinny and perform 'Trick Valve Jobs' beginning to enlarge the runner
volume, based on the 'CFM Flow Rate' the heads will be required
to pass, in order too make their HP goal.

So yes, the increase in port volume might make more fwHP,
depending on the engine combo, then would a head having
a stock ~260 CC runner volume.

---------------------------------------------------------------------------
-moving onward-

The Xtreme CFD Heads that Blades purchased flow. . .

Lift. . . . . . . Flow
0.400. . . . . .318
0.500. . . . . .363
0.600 . . . . . 392

Those numbers are not 'Pumped Up' numbers,
as when I first spoke to Tony I questioned him
as to what flow benches he used. . .

He uses two, and gave me accurate answers to some
very specific question I asked him regarding both of
his flow benches.

I then worked with a couple of people and proceeded to
have a few camshafts ground to my specifications.

----------------------------------------------
I then calculated the potential fwHP with my cam and his heads..
***In Blades Case I came within 10 HP of his dyno numbers.
I told him that he should also expect about 50 HP more if
he went to E-85, which would put him over 750 HP, which
should be good enough to take out Hellcats, which was his
goal..LOL

Both of these racers had their cars put on specific chassis
Dynos known to come closer to the truth, and and the numbers
they gave me tended to correlate with the fwHP I had calculated.
----------------------------------------------

Tony's heads from Xtreme CFM, flow more air at any lift.
Tony's heads will flow more air at higher lifts than others.

This means you can run camshafts with higher lift, without
worrying about such things known to be problems in these
heads such as, 'Velocity Choke', 'Port Stall' and separation
of the air and fuel going over the 'Short Side Radius'.
***Some of the above problems are exasperated when
the cam lobe is ground to provide for additional flow, using
an earlier intake valve opening when desired at lower lifts,
which helps to provide even more power when used with
a DD /PD Blower then more conventional NA Grinds.

Higher valve lifts allows for more air to flow through the engine,
particularly as related to the difference between the 'Mean Flow'
and the 'Peak Flow Potential'.

Peak Piston CFM Demand is approximately 1.57 times 'Mean Flow.'
That number is simply (Pi / 2)= (3.14 / 2)= 1.57/

Peak flow 'Potential' then, is the value of 1.57
multiplied by the 'Mean Flow Potential' given at
convergence lift.

Peak flow is where the 'Extra fwHP' comes from.
But is difficult to directly simulate on any 'Normal Flow Bench.'

Here, on the flow bench, we are usually looking at characterizing
'Mean Flow', and / or flow profiles versus velocity profiles.

The bench data is used as input data for our mathematical
models, which then generates output data algorithmecally,
from which we attempt to derive conclusions.

Cheers,
RD
 

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Great late night reading (not going to lie, it took a couple days). Amazing detail and pics; worthy of having a camera crew!
Did you throw a ring adaptor on that oil pickup tube so 2 bolts could be installed?
 

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Discussion Starter · #45 · (Edited)
Nope just the one bolt on the pickup. Yeah I wish I had taken more pics honestly, but it's just hard to think of it while you're working.
 

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I never really looked. How many belts does the car have? Do they retain stock length except the supercharger belt? Also any belt replacement recommendations? I will be having the pulleys done soon and i would like to supply my builder new belts to install while he has it apart. He is providing the s/c belt.
 

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I never really looked. How many belts does the car have? Do they retain stock length except the supercharger belt? Also any belt replacement recommendations? I will be having the pulleys done soon and i would like to supply my builder new belts to install while he has it apart. He is providing the s/c belt.
I changed out the stock power steering/water pump/alternator belt

 

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I guess i will be buying some belts before i change my crank pulley. Any recommended places or brands? Or just stick to oem?
 

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Discussion Starter · #51 ·
Unfortunately you can't get the gates hd belts for the ac since they're stretch belts. That said I'd stick ac delco for ac, and grab one of the install tools if you're going to do it yourself and haven't messed with one before. The gates hd belts are the tits and stay quiet well beyond what any other belt I've used has. I stuck one on my cummins and it even got rid of the old Cummins shut down squeak.
 

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Discussion Starter · #54 ·
Here's a quick mock up pic of my old airaid cover to clean up the bay a bit. I'll likely use this as a template because I want to bring the front corner down a bit more to meet the weatherstrip near the radiator.

150486


I like having the plastics in place. Undecided if I want to buy the studs to use the blower cover on the zl1 lid.
 
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