I posted this on LS1Tech, and I thought it might be good here too. The LQE/LM4 is basically a GEN III version of our engine, in that they are both all aluminum, 325ci, and have good stock heads. They were running dyno headers in the test too, and they went with Comp 918s once they upped the cam.
Stock LQE (300HP, 9.45:1 All Aluminum 5.3L used in the SSR):
Intake: Stock Truck
Heads: Stock (1.89 intake, 1.55 exhaust)
Cam: Stock (190/190, 114LSA, .456"/.464")
HP: 323@5200
TRQ: 355@4000
TRQ @2000RPM: 318
Vacuum: probably about 24" of mercury at idle
LQE with LPE GT2-3
Intake: Stock Truck
Heads: Stock (1.89 intake, 1.55 exhaust)
Cam: GT2-3 (206/220, 118.5LSA, .571"/.578")
HP: 378@6000
TRQ: 366@4800
TRQ @2000RPM: 308 (less than stock until 3300RPM)
Vacuum: 20.7" of mercury at idle
LQE with LPE GT1-1
Intake: Stock
Heads: Stock
Cam: GT1-1 (229/242, 114.5LSA, .631"/.631")
HP: 413@6600
TRQ: 369@4800
TRQ @2000RPM: 281 (less than stock until 4300RPM)
Vacuum: 10" of mercury at idle
LQE with LPE GT1-1, LSX Intake, Ported Heads
Intake: Comp Cams LSX
Heads: Ported Stockers (2.00 intake, 1.55 exhaust, bump to 10:1 compression)
Cam: GT1-1 (229/242, 114.5LSA, .631"/.631")
HP: 458@6600
TRQ: 392@5800
TRQ @2000RPM: 294 (less than stock until 3200RPM)
Vacuum: probably still 10" of mercury at idle
Notice when the compression comes up and the intake/heads match the cam, you pick up a lot of the midrange that was lost when just the cam was just a bit too big.
Here's a link to the second article in the series. You can read about them upgrading the injectors to match the big cam/intake too:
http://www.carcraft.com/techarticles...ine/index.html
