I hope others chime in and add to the mix with their experiences and knowledge. The more the better. Not many 600+ rwhp trucks out there... folks interested in that journey need to do serious research...

Bill

 

FYI, you can get the L92 crank which is forged brand new for 174 off gmpartsdirect PN 12584997

edit: upon further research it seems they are not forged but are 174 bucks

 

I haven't read all the earlier posts so I appoligize if some of this is repeat but I read an article that was interviewing an engine builder and they were complementing on the LQ9/LS2 rods and he said that he wouldn't be affraid to use them in a 700+ hp engine. I prefer JE and Mahle pistons but Diamond has the best or only selection of pistons for 6.0's using the stock 6.098 rod. Diamond is what I am using and they are quality pistons. My 6.0 combo consist of stock crank, LQ9 rods with ARP bolts and Diamond #11515 pistons. Thunder racing and Texas speed are good places to get the Diamond pistons.

 

I think the l92 crank is a 58x reluctor rather than ls1 24x, is there a harness available for it? That is a great price on that crank, it seems like you end up paying more than that for shipping on an aftermarket piece.

 

i will definatly keep your up to dat on the process. as of now im going to go get this motor started next weekend, and should take about 2-3 weeks to get the parts and all. one thing is my fuel press already drops at wide open right now, but im running an alomst stock fuel set up beside the svo 42's and the intank pump. im pretty sure im not at max injector cycle according to my logs. its pretty rich as of now at wot until higher rpms where its about 11.9 to 1 and at lower rpms it stays in 9-10 . 1 afr. i just know im going to need some major assistance once it comes to upgraded the fuel delivery. thats why i have you guys. thanks for the help especailly you bill, its good that some of you have already donw this so i know where i need to go

erik my goal would be happily met at 800 hp but i dont htink the 65 will think the same so i need to figure out the line i need to stay under to keep the 65 alive. im sure the t trim can push the boost #'s i would like . remeber im not using top dollar heads so i need to keep this motor as durable and reliable as possible , i know that is easier said than done at these power levels. but i have to see what i can accomplish.

 

Chuck now says < 500hp for the 65E. I ran mine out to the limit at ~600 awhp, but to keep it alive for dd use, I detuned, and had to constantly watch the temp -- and I babied the hell outta it most of the time. It lasted a little over a year (and part of that time it was in the body shop for the hit-n-run). bear in mind that was an FLT L5 that got about a week of hands on tuning by Chuck on his dyno.

To get to 800 you need an 80E. You also don't have to hit 800 right away Just build for it as you can afford it.

 

exactly my thoughts. i wouldnt mine doing the 80e but i really want to keep the awd its what i like about thi struck so much. i am in good relations with my tranny shop so im sure a few rebuilds will be unavoidable. so just for now is to get the bottm end and heads in.will keep you all up to date on my progress.

 

somebody needs to make an input adapter for the awd t-case for you SSS guys

 

I thought they did already. He has the same transfer case as I do right?
The NG-149
I talked to Chuck from FLT and he said no problem.
Mark

 

Ya, I belive Speed Engineering makes an output shaft for a 80 that will mate into the AWD TC.