Quick update, it's been some time, and we have focused heavily on making course content rather than videos like this for the time being. Really sorry guys! The car has had its Kelford cam finally fitted and has made around 120hp more. Ben and Andre also put some rims on it, which look great, but have made the car useless for towing, it's hard to find good staff eh... 😂 It has been featured in both the How to Degree a Cam course and the Performance Cam Reflash Tuning Worked Example in the Reflash tuning course since this video, as well as about 200 live tuning lessons, which you can register for here: www.hpacademy.com/reflashing-using-hp-tuners Apologies again, any question let me know - Taz.
Real shame, this had us all interested from teh get go for a lot of reasons. Would have loved to see you campaign this instead of the GT86 even...so much potential
i have a 2009 ve ssv with l98 6 speed manual i was under the impression only the manual version had the l98 and the auto had l76? obviously i was ill informed. would love to see the gains you get i already have the full xforce exhaust with headers . Have not got it tuned yet waiting to put in the otr intake. Well done on your video.
Will be tracking this build as I have pretty much already done all this to my G8. I haven't done a serious dyno in it tho. Put it on the Dyno Challenge at LS Fest a couple of weeks ago and mine made 362 hp to wheels. Dyno guy didn't even rev it all the way out. Was kinda disappointed he didn't wind it out to the red line like I told him to. Have some videos on my channel of it.
Great build can’t wait super common car in oz great aftermarket parts can you tell us why you went for this brand x force & cold air intake was it because it gives the best performance? In your opinion? Or just because it was there and easy to get?
A piece by piece parts list and costings would be helpful. I bought it just over 12 months ago from Sydney, its still as I bought it. I have a 2008 L98 6 Speed Auto, ve SSV ute, it already has extractors, Mafles system, cold air induction and 3" x pipes. I'm not sure if it has been opened up from the stock tune or not and I'm also not sure if the cam had been changed or not either, I would like to gain some extra HP and have that cam rumpy sound but still keep it drivable. so any technical help would be much appreciated. Thanks.
When we add the cam we'll add a bit more details around the parts etc, but costings etc are a bit irrelevant given the vast majority of people will not be located in New Zealand - Taz.
@@davelindawindus6212 more than stock 😂 We don't really have a number in mind, this is just a shop car for us at this stage. Intake, exhaust and cam are generally the 3 easiest things to do for big gains for the money you spend regardless of the engine and power goals unless forced induction is on the cards too - Taz.
I though these l98 motors used ls3 rectangle ports, what was stated is that it uses ls2 rectangle port heads, or is there 2 x ls2 heads with diffirent ports?
I have a Pontiac G8 GT and have intake, headers and 3" exhaust with a nice cam and it's tuned. Consistently gets 24-25 mpg on highway as long as I keep it below 70 mph. Has no DOD. Even running 80 mph it will get 22-23 mpg.
@@JadXtreme if you read this do you know how much power you were making. I recently got a 6.0 cam and intake next I'm doing 3.73 gears and headers just curious
@@northmn5870 I had it on a dyno trailer at LS Fest and it was making 360something hp when the guy let out of it and it was still building power. The 3.73s would definitely bring the mpg down and with the 6L80E, it may struggle to grip 1st and 2nd. Some swap the 5th gen Camaro diff as it's either a 3.25 or 3.55 I believe
@@JadXtreme nice yeah I have a 2015 caprice and I'm starting to realize with the 2.90s that it has in it right now I will be needing to do poly bushings for the subframe because the whole back end of the car shifts going 2nd 3rd and 3rd to 4th its sketchy. I have a cam, intake 3200 stall, brian tooley pushrods, factory rockers with trunion kit on them, 660 dual beehives valve springs and I'm on e85. Eventually I'm going turbo but for right now I'm hoping for mid 400s after the headers. Thanks for replying
What the hell 30 to 40 KW yet you put a cam, headers, cat back system and the tune, and the cost is around 10K if you factor the cam and fitment and labour to do that ? More like around 100KW extra at the rear wheels if you have the right cam and headers, which 1" 3/4 headers are just fine, unless your going to put a magnuson heartbeat later on ,then go the larger headers 1" 7/8 inch and stick to euro spec 200 cell cats, that way your still getting the HP and keeping the emissions lower ?
I was wondering if i went with an K&N filter that fits in with OEM style, of course it's designed to be used with that specific oil right? But what i want to know is if i need to retune the ECU for that filter?
Do you mean using a replacement K&N filter that uses the OEM filter housing? There are vehicles where the factory paper filters have been proven to flow better than the K&N (and other) aftermarket elements - don't know about your application, but wise to check first. Either way, the difference will be very small, with the same intake arrangement, so re-tuning is unlikely to be required. As an aside, don't know if anyone here has a vehicle still using a hot-wire MAF but 'oiled' filters (not just K&N) have been found to cause metering problems from fouling the wire, especially if over 'oiled'.
The cold air package looks like it will help, Andre, but do you have any concerns about icing up of the throttle butterfly in that chilly Queenstown winter? Maybe a summer only mod? I'd add one of the bug-bears I have with dyno's that use an acc'n mode for power readouts and just provide an ATW power curve - while they are useful for comparative tuning, they do not take into account the internal and tyre friction losses or the INERTIA of the engine and driveline which can be a significant factor. True, some do have a run-down mode which, with the vehicle in neutral or clutch dipped, can calculate an approximation of load losses, but at best it is an approximation. Perhaps a good illustation of this is if one gives a healthy blip of the throttle in neutral, then (with the vehicle safely supported) puts in into a tall gear and does the same. the response will be noticeably reduced because the inertia of the parts is greater and more torque/power is being parasitically used to bring them up to speed. You can also see this with changes in the dyno's acc'n rate, especially with a fast run compared to steady state at the different rpm points. Who the heck gave a thumbs down? Guess there's always one :-(
There are also inertial losses unless it is a steady speed/rpm test, and there can be significant losses through tyre friction and their distortion heating them.
I'll answer that because clearly he has no idea. L77 is LS2 which is cathedral port yes displacement on demand tho however D.O.D delete best option. L98 have rectangular port heads. Same displacement different heads slightly different stock cam spec.
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