2004 GMC Sierra - Project Novakane - Dyno Test

In a perfect world, you add a few vital bolt-ons to your engine and it says “thank you” by way of producing more horsepower, more torque, and improved mileage. Welcome to the perfect world. Last month, we showed you the complete engine assembly of our GM Performance Parts LSX376 crate engine, complete with MagnaCharger TVS2300 supercharger, American Racing Headers long-tube headers, Lingenfelter heavy-duty tensioner with billet pulleys, and ATI Racing 8-rib pulley conversion. With the engine ready to rock and roll, we loaded it up and drove over to Westech Performance, in Mira Loma, California, to see just how much power our Gen IV small-block would muster.

Built with low-compression 9:1 forged-aluminum pistons, we thought the LSX376 block would easily handle 8-9 psi of boost and make upwards of 575 hp. What we didn’t know was exactly how much boost the MagnaCharger TVS2300 would make with the 8-rib, 3-inch diameter pulley that was bolted to the snout. MagnaCharger told us that we would need a 10 percent overdriven harmonic balancer/crank pulley to give the blower more boost and to help the small-block achieve 650 hp, which was our goal. With the engine bolted to Westech Performance’s Super Flow SF-902 engine dyno, the talented team of Steve Brule and Ernie Mena, got the LSX ready to make some pulls. Ernie is a tuning guru, and to help our engine make serious power, he used Holley’s new EFI Live tuning software and LS-engine wiring harness. Holley’s new EFI Live allows minute adjustments that can quickly alter the fuel injector pulse width based on lb/hr, and it also works with older GM 24x and LSx 58x reluctor wheels, and it’s 1-5 Bar MAP sensor capable. Another big perk of EFI Live is the four programmable outputs and four fully configurable inputs for multiple stages of nitrous, water/methanol control, turbocharger boost control, and the list goes on. It truly is a plug-and-play system.

Without further ado, let’s get to the good stuff and show you just how much power our LSX made.

1. When we arrived at Westech Peformance, in Mira Loma, California, our LSX376 looked just like it did when we assembled it in last month’s issue. Our hope was to hit the 650 hp figure. Read on to see if we made it.
1. When we arrived at Westech Peformance, in Mira Loma, California, our LSX376 looked just
2. and 3. Using Holley’s EFI Live software to tune our LSX, the team at Westech also used Holley’s plug-and-play wiring harness that has provisions for all LSx engines. Here, you can see the harness plugged into the oil pressure sender and fuel pressure sender.
2. and 3. Using Holley’s EFI Live software to tune our LSX, the team at Westech also used
2. and 3. Using Holley’s EFI Live software to tune our LSX, the team at Westech also used Holley’s plug-and-play wiring harness that has provisions for all LSx engines. Here, you can see the harness plugged into the oil pressure sender and fuel pressure sender.
2. and 3. Using Holley’s EFI Live software to tune our LSX, the team at Westech also used

4. For our dyno test, we had to use a cable-actuated 102mm Big Mouth throttle body from FAST. The idle air control motor and throttle position sensor were plugged into the Holley harness, even though we’ll be using a drive-by-wire throttle body in our ’04 GMC Sierra.
4. For our dyno test, we had to use a cable-actuated 102mm Big Mouth throttle body from FA
5. Not shown last month, we installed MagnaCharger’s exclusive fuel rail block onto the supplied fuel rails and connected the Super Flow quick-connect fuel line. You can also see the fuel injector harnesses plugged in and ready to go.
5. Not shown last month, we installed MagnaCharger’s exclusive fuel rail block onto the su
6. With the American Racing Headers long-tube dyno headers bolted on and the coolant hoses connected, our LSX376 was ready to be fired up. Or was it? The fancy LSX valve covers don’t come with provisions for the coil pack brackets, so we had no way of connecting our ignition coils. It sure did look good on the dyno though.
6. With the American Racing Headers long-tube dyno headers bolted on and the coolant hoses

7. Steve Brule had a quick fix for the problem by swapping over the valve covers and coil brackets/coils from an LS3 test mule they had laying around. Steve then plugged in the coil harness to the Holley main wiring harness and connected the spark plug wires. Now our LSX could be fired up for the first time.
7. Steve Brule had a quick fix for the problem by swapping over the valve covers and coil
8. Creating a base tune using Holley’s EFI Live, Ernie Mena set up a conservative fuel and ignition table. EFI Live can instantly provide data for fuel pound per hour, timing, RPM, TPS position, MAP volume, intake temp, voltage, oil pressure, fuel pressure, and idle air position.
8. Creating a base tune using Holley’s EFI Live, Ernie Mena set up a conservative fuel and
9. Satisfied with the base tune, Ernie gave Steve the green light and with one push of a button, the LSX roared to life. Steve checked all of the vitals as the engine was broken in running 2,000 rpm for 20 minutes. Even in the break-in stage, the small-block was churning out 450 lb-ft of torque.
9. Satisfied with the base tune, Ernie gave Steve the green light and with one push of a b

10. After cooling off from the break-in, the engine was checked over for leaks. Once everything was good-to-go, Ernie began manipulating the EFI Live tuning software and the first post-break-in pull was made. To keep things on the safe side, the engine was steadily revved higher and higher until about 4,500 rpm. Ernie again tweaked the program and our LSX was making 637 lb-ft and 524 hp at 4,316 rpm with 8.9 psi of boost filling the combustion chambers.
10. After cooling off from the break-in, the engine was checked over for leaks. Once every
11. Back to the computer, Ernie began to get a real feel for the engine and where the tuning could be adjusted. This process takes several pulls, as each engine is different. Giving the engine more fuel and more timing, Ernie was ready for Steve to make another pull.
11. Back to the computer, Ernie began to get a real feel for the engine and where the tuni
12. Right around 2,300 rpm, we heard a loud “bam” and then a “ping” inside the dyno room. Everyone feared for the worst, but the ATI Racing water pump pulley wasn’t seated all the way on the shaft and it worked itself loose and then flew off. After a quick milling, which shaved ½-inch off of the pulley surface, Steve hammered it back on and we were back in business.
12. Right around 2,300 rpm, we heard a loud “bam” and then a “ping” inside the dyno room.

13. Spun up to 6,121 rpm, the MagnaCharger pumped out 11.3 psi of boost, which resulted in 678.9 hp and 582.5 lb-ft. The LSX really seemed to like the increase in boost, but we were beginning to max out our 41 lb-hr fuel injectors by forcing 68 psi of fuel pressure to them. Amazingly, at 2,400 rpm, the LSX was already providing 600 lb-ft of torque. That’s big-block status right there.
13. Spun up to 6,121 rpm, the MagnaCharger pumped out 11.3 psi of boost, which resulted in
14. Pushing our luck one last time, Ernie dialed up some more fuel pressure and tweaked the timing once again with hopes to make even more power.
14. Pushing our luck one last time, Ernie dialed up some more fuel pressure and tweaked th
15. The guys at Westech really know what they’re doing as the engine was smoothly brought up to 6,511 rpm and there were smiles all around. With 11.8 psi of boost flooding through the cylinders, the 376ci small-block pumped out 693.7 hp and 559.6 lb-ft of torque.
15. The guys at Westech really know what they’re doing as the engine was smoothly brought

Project Novakane Dyno Test Lsx Valvue Cover

We did it. Rated at 450 hp in naturally aspirated form, the LSX 376 and MagnaCharger combined to add 243 additional horses, an increase of 54-percent in power. This should easily provide low 11-second quarter-mile passes for our 4,300-pound Sierra. Nearly 700 hp from a 376ci small-block is no joke and we can’t wait to drop in our engine and smoke some tires. Check back next month to see us mate our Tremec T-56 Magnum and Ram clutch to this Gen IV beast.

SOURCE
Westech Performance 11098 Venture Drive Unit C Mira Loma CA 91752 951-685-4767 www.westechperformance.com	MagnaCharger 1990 Knoll Drive Ventura CA 93003 805-642-8833 www.magnacharger.com
GM Performance Parts P.O. Box 33170 Detroit MI 48232 800-577-6888 www.gmperformanceparts.com	Lingenfelter Performance Engineering Decatur IN 260-724-2552 www.lingenfelter.com

By Dan Ward

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2004 GMC Sierra - Project Novakane: Dyno Test

We Flog Our LSX 376 and Make Serious Power