With what our trying to achieve i would throw the LS6 intake on there with a nice ported tb, and some nice heads and you would be well on your way to low 12s I think, maybe also throw some 1.8 rockers on there to make the cam a little bigger to help with top end since you have so many problems with traction on the street as it is. You might also try cal-tracs to help drop a bit more time on the 60 for an overall quicker time you could hit 11s concievably NA. I know you are working off a Nelson mail order tune, have oyu tought of getting HPT to do some logging to help him get every hp available out of your combo?

 

Just thinking out loud here...traction issues seem to plague us all once we reach a certain power level, to only be compounded expotentionally with the addition of the mighty stall. We wind up peddling it at the launch or spinning the chit out of them which kills our times.

Shouldn't we be able to create and fine tune a traction control system by manipulating the Torque Management settings in the ECM with HPT? Granted it would probably take some time to get it down, but we should be able to tweak these settings to get us to the point where we are only controlling max power for a split second to control the launch preventing wheel spin.

Sorry Lance, don't mean to hijack.

 

I spin all four in 4hi for 20 feet so I guess you could say I have traction problems

I have a few suspension mods left to do to get it to hook and I think it will be fine. 4wds own the street

 

Back on topic

Ive always thought the biggest restriction for top end on our motors is our intake, this is why you can take the same set of heads and cam and put them on an ls2 vs the lq4 and the ls2 will make around 30 more peak ponies.

There are a couple of guys on here who are fighting with the swap to an ls6 intake, lots of fabrication and not easy.

Another thing people on hear overlook is compression both SCR and DCR when picking heads and cam, your running 93 might as well take full advantage of it compression is just as effective as low boost (1-6lbs) just not as easy to make it work effectively.
I think alot of people would be suprised by a 5.3 with 12:1 SCR and 8:1 DCR, ls6 (fast) intake and something like and f13.

 

Very soon there will be an aftermarket cylinder head aimed directly at the 4.8l/5.3l engines.
We're beginning the final testing phases shortly and will post results when we have them. The first parts off the CNC are looking very promising.
The smaller truck engines have been left aside long enough. We're committed to addressing the performance needs of the Gen 3 truck community and are developing several professional products and services to fill the void.
It seems that efforts to pump up the truck engines are limited to the airflow the stock intakes allow. After closely examining the stock intake, I can see where flow testing one intake port with the manifold in place will see acceptable results, but add in 7 more cylinders and certain parts of the stock intake become a bottle neck. In the near future I'll do some testing with a stock truck intake bolted in place. I'll post the results for those who would like to know.
Now we're going to have to collectively lobby some intake manifold manufactureres to address the truck market. The N/A guys are hurting from the stock intake manifold. Clearly an aftermarket design will help.
Companies such as Magnusson have devoted a considerable amount of effort to making the smaller Gen 3 engines produce excellent torque across the rev range and they deserve lots of recognition and praise. They spend a lot of time dyno testing their products to perfect consistently high power output from small displacement packages. We expect our cylinder heads to compliment setups such as these as well as N/A applications.

Richard

 

You definately sound like a canidate for a LS6 swap. As Okie stated before, the truck intake just doesn't have the plenum volume to move the air the rest of your engine can handle in the upper rpms. Check out the truck dyno post, most N/A trucks suffer from the same problem.

I don't know if you care, but your engine will look a lot better without big ugly on there. You could get the LS6 painted blue to match the rest of your truck, and Nelson can make a harness to get the big loom of wires routed a little more neatly.

 

i hear you man. you have the right idea. i am thinking about getting some kind of tuning software in the future. but all of this probably won't take place until a year from now. i'm deploying to italy in june for 6 months. we'll see how it goes. by that time maybe there will be more aftermarket parts for the 5.3 topend.

 

richard. this is good news to hear. i'm glad to hear there's some research going on out there. keep us posted and keep it up! thanks... lance

 

sportside and i have been checking out the dyno's between trucks and cars. there seems to be a trend with the trucks not pulling on the higer rpms unlike the cars.

 

hrmm mine pulls fine in the upper rpms,here is a dyno graph of mine.