I have been busy working on other vehicles but have got some dyno numbers from a cam only truck with the LS6 cam which seems to be the topic of many discussions lately.

AAP TRUCK # 004 <font color="blue">STOCK BASELINE<!--color--></font>
01 SCSB, 2wd, 5.3, 3.73
2nd gear pulls
<font color="blue">Max PWR = 233.5 @ 5300 rpm
Max TRQ = 264.8 @ 3700 rpm <!--color--></font>

AAP TRUCK # 004 <font color="red">CAM / CONVERTER<!--color--></font>
Added LS6 cam, LS6 springs, TT3000
2nd gear pulls
<font color="red">MAX PWR = 261.1 @ 6000 rpm<!--color--></font> (hit the rev limiter and the graph is still climbing)
<font color="red">MAX TRQ = 269.4 @ 3200 rpm<!--color--></font>

made some comparitive pulls in 2nd and 3rd showing 3rd gear makes
<font color="green">12 more HP on average (15 peak)
15 more TQ on average (18 peak)<!--color--></font>

Overlayed the before and afters
Net Increases in 2nd gear:
<font color="green">27.6 Peak HP
4.6 Peak TQ<!--color--></font>

The LS6 cam with the converter makes as much TQ as stock from 3000 rpm to 4300 rpm then continues to make more while the stock cam dives rapidly ...At 6000 rpm the LS6 cam makes 30 more RWTQ than stock

The LS6 cam with the converter makes as much HP as stock from 3000 rpm to 4300 rpm then continues to make more while the stock cam levels off. The curve is still climbing @ 6000 rpm but looks like it levels of shortly. At 6100 the LS6 cam makes 40 more RWHP than stock

I have graphs for all the pulls but i can't get my HP photosmart 320 drivers to work ...anyone have them?

 

Looks like some awesome results! If you had a spec like that but could bring down the power curve with a lower LSA that might just be the ticket. SO any plans for edit on the truck to see how much power she can muster after 6100rpm? A dyno graph would be nice too.

 

The truck dynoed last week ... this Thursday we are back on the dyno with more mods:

Electric Fans (LT1)
Homebrew 4" intake
AAP Ported TB
Relocated Descreened MAF
HPP III

This truck will see either Thorley or AS&amp;M Headers, a Vigilante 7 pump with a 3200 stall and a dry N2O kit like the one I used to run.

 

Right on!

Please make sure to post back with the next dyno results. I have the electic fans sitting here in my garage and my AS&amp;M headers and TT3000 are on their way (kinda) so I am curious how all this will pan out for you guys. Then maybe you guys can make a road trip and run the truck a Sac Raceway for some real times instead of that crummy track Mark was telling me you guys have to run at

 

SO how high can a LS6 cam, spring, pushrod equipped 5.3 rev?

Obviously if you cant pull your rpms past 6000rpms then the cam doesnt make to much sense, especially if the serious horsepower gains are at 6000rpms.

Considering this it would seem that reving to 6500-7000 rpms would be best. Is this possible though!? If so then thats awesome and I cant wait for my warranty to expire.

 

What he said.^

Ive always liked the idea of a high reving tuck, but the trade off of a loss of low end has always been the down side on a 4500 pound truck. But looks like the LS6 cam didnt loose much Tq down low, past 3000 it make more?! And that was on a stock 5.3?! Wow.

I dont see why (with the valve train adequate) the Gen III truck motor cant spin to say, 7500.

 

7500 rpms would be INSANE BUT I think that 7000-7200 would be more likely. What does the vette redline at? I think its 6500-6800.

Are there any weak links in the 5.3L that would prevent it from reving to 7000 or 7200? Of course that would only be on an engine with the LS6 cam, springs, and pushrods.

 

I am assuming this is Mark's truck?

Kent

 

Why would 7500 be insane? The short block of the GenIII is indestructible. What would go wrong at 7500rpm?? If we put a 'rev kit' in it with everything from an LS6 and make sure that the valves dont get to know the pistons what would then be the weak link?? These things have the oiling to do it, the botom end is stronger than the. So it begs the question?

If the valve train could handle it, what part would fail at 7500?

 

That would be the rod bolts. The pistons, rods, and crank are not that bad, but the rod bolts are most definitely the weakest link.

Also, there would be no point in revving a LS6 cam past 6600-6800 with the right valvetrain other than making alot of noise and destroying parts.

Jason