total package
Nov 17, 2006 | 11:45 AM
#1
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From: Juda
total package
I have been running in circles over where to start and what to do when it comes to modifying my engine I'm driving myself crazy. So I'm going to throw my "plan" out there and see what everyone thinks. I would love to hear all answers good and bad. In the end I hope to have a clear direction so I can have some peace.
I have an '03, 1500HD, Crewcab, Quadsteer, 6.0L, and 4L80E tranny (I think).
I want to get the most hp/tq possible while still having great manners. That means with all of the mods I want to run on 91 octane all day, towing, hot rodding, or cruizing on the hottest, most humid Wisconsing summer day and never hear one ping. This is my work truck/dd and I can't be messing with meth injection and other special tricks. It's just not practical for me. I could handle a modest stall in the tranny but I would prefer none if possible.
For power characteristics I am mostly concerned with Ave. power more than peak power. I am willing to sacrafice some top end for more grunt. I don't like reving an enging more than 6000, so that's it of peak hp, peak tq around 4000. (longevity for stock bottom end)
I feel that the 6.0 itself is easily capable of 425fwhp/450fwtq using the above guide lines for practical outputs. I haven't decided on a cam yet but something a little bigger than the stock LS2 sounded good. something around 210/216, lda about 114 (I'd like to go tighter but I think economy would really be hurt and from what I've read on here that's not the best for a FI set up.)
As for heads I just noticed WCCH last night and they have an amazing 6.0 S2. I just don't like the high intake runner volume (232.4cc) they have tremendous flow but I've heard that with the tighter intake runner volume (like the 170cc stock vortec head) you gain tremendous torque and throttle response. How much I don't know, I haven't seen enough to make a good guess. I do realize that a 170cc will never be ported enough to flow what WCCH's 232's do. And with a blower more air is better, I was hoping to find a compromise some where. Again I'm not after a peak number, I just want a lot of power where I spend 98% of my time driving 1500-5500 rpm.
As for a blower (sorry TT guys, I'm too impatient to wait for boost, you can't hold the break coming out of a corner when you're playing cat and mouse. I used to own a '87 Grand National great power I just want it now when I step on the gas. I think I'm ADD) I have to go with my gut. The Kenne Bell just seems to have more potential for me. And with the new kits they've got coming out they seem to be more "complete" than in the past. I should be able to run their intercooled kit at 7psi, on 91 octane all day like I said before. I was hoping that this combination would modestly put me in the 650's for fwhp/fwtq with a well tuned set up.
There's my book, sorry just trying to be clear.
Am I realistic with parameters and outputs.
Do the pieces sound like they'll give me what I would like.
Anyone have any better ideas.
Thanks a lot for all of your help!
Russ
I have an '03, 1500HD, Crewcab, Quadsteer, 6.0L, and 4L80E tranny (I think).
I want to get the most hp/tq possible while still having great manners. That means with all of the mods I want to run on 91 octane all day, towing, hot rodding, or cruizing on the hottest, most humid Wisconsing summer day and never hear one ping. This is my work truck/dd and I can't be messing with meth injection and other special tricks. It's just not practical for me. I could handle a modest stall in the tranny but I would prefer none if possible.
For power characteristics I am mostly concerned with Ave. power more than peak power. I am willing to sacrafice some top end for more grunt. I don't like reving an enging more than 6000, so that's it of peak hp, peak tq around 4000. (longevity for stock bottom end)
I feel that the 6.0 itself is easily capable of 425fwhp/450fwtq using the above guide lines for practical outputs. I haven't decided on a cam yet but something a little bigger than the stock LS2 sounded good. something around 210/216, lda about 114 (I'd like to go tighter but I think economy would really be hurt and from what I've read on here that's not the best for a FI set up.)
As for heads I just noticed WCCH last night and they have an amazing 6.0 S2. I just don't like the high intake runner volume (232.4cc) they have tremendous flow but I've heard that with the tighter intake runner volume (like the 170cc stock vortec head) you gain tremendous torque and throttle response. How much I don't know, I haven't seen enough to make a good guess. I do realize that a 170cc will never be ported enough to flow what WCCH's 232's do. And with a blower more air is better, I was hoping to find a compromise some where. Again I'm not after a peak number, I just want a lot of power where I spend 98% of my time driving 1500-5500 rpm.
As for a blower (sorry TT guys, I'm too impatient to wait for boost, you can't hold the break coming out of a corner when you're playing cat and mouse. I used to own a '87 Grand National great power I just want it now when I step on the gas. I think I'm ADD) I have to go with my gut. The Kenne Bell just seems to have more potential for me. And with the new kits they've got coming out they seem to be more "complete" than in the past. I should be able to run their intercooled kit at 7psi, on 91 octane all day like I said before. I was hoping that this combination would modestly put me in the 650's for fwhp/fwtq with a well tuned set up.
There's my book, sorry just trying to be clear.
Am I realistic with parameters and outputs.
Do the pieces sound like they'll give me what I would like.
Anyone have any better ideas.
Thanks a lot for all of your help!
Russ
Nov 17, 2006 | 01:55 PM
#2
I think the KB will do what you want and you can actually go with more cam and be perfectly street-able. Your 1500HD's converter should brake stall at about 2500 rpm, mine did so you have some room to play and it not impact your dd habits, something like an XER lobed 220/224 on a 115. Sounds like a decent plan to me.
Is the Quadrasteer a Dana rear diff?
Is the Quadrasteer a Dana rear diff?
Nov 17, 2006 | 04:14 PM
#3
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Joined: Nov 2006
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From: Juda
Yeah I think it's a Dana 60 axle made for the QS. They really have the pcm tuned down so it doesn't throw you around if you get on the gas hard and the wheels are turned. Pretty neat, but another reason why I don't want to get to wild.
What do you mean by brake stall when you're talking about the tranny? Does it already have some stall built in? I can go with that big of cam and still not push the peaks out too far in the RPM's? I assume that you think the WCCH heads are the best route? With this type of a set up (the cam, heads, and KB) would I be close to my fwhp/fwtq goals, on just the 91 octane?
Thank you for your help.
What do you mean by brake stall when you're talking about the tranny? Does it already have some stall built in? I can go with that big of cam and still not push the peaks out too far in the RPM's? I assume that you think the WCCH heads are the best route? With this type of a set up (the cam, heads, and KB) would I be close to my fwhp/fwtq goals, on just the 91 octane?
Thank you for your help.
Nov 17, 2006 | 04:23 PM
#4
Originally Posted by yurs78
Yeah I think it's a Dana 60 axle made for the QS. They really have the pcm tuned down so it doesn't throw you around if you get on the gas hard and the wheels are turned. Pretty neat, but another reason why I don't want to get to wild.
What do you mean by brake stall when you're talking about the tranny? Does it already have some stall built in? I can go with that big of cam and still not push the peaks out too far in the RPM's? I assume that you think the WCCH heads are the best route? With this type of a set up (the cam, heads, and KB) would I be close to my fwhp/fwtq goals, on just the 91 octane?
Thank you for your help.
What do you mean by brake stall when you're talking about the tranny? Does it already have some stall built in? I can go with that big of cam and still not push the peaks out too far in the RPM's? I assume that you think the WCCH heads are the best route? With this type of a set up (the cam, heads, and KB) would I be close to my fwhp/fwtq goals, on just the 91 octane?
Thank you for your help.
WCCH Stage 2 heads would be an excellent choice! see link:
https://www.performancetrucks.net/fo...d.php?t=331490
I can see 650fwhp happening
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