Hey folks!

New to the forum, old to the modifying game. Picked up a 2500 silverado and figured I would find out whats gonna fail once I pick up the power. Im assuming someone here has a 6.0 4x4 over 500hp?

Im a military Veteran, a Sam Racing graduate, a professional head porter and machinist and I make a living in Aggieland as a automotive technician while going to college to finish my BSME so I can "not" work so hard for a living! My plans with this truck will either be:

Take off the 317 heads, port them out, valve job, spring swap, cam swap and tune (((Edit: I am currently porting a set of 317 castings that are above 330 @ .650, shooting for 350 minimum.)))

Take off the 317 heads, drop on a set of ported L92's that I can make flow close to 350 with not much effort, get a new intake and hope I don't have to swap any accessories due to the lower manifold height???????? It would make alot more power up top and I could hit the 600 mark with ease, but its not important. Anything over 500 is fine. Not 100% on the needed accessories part. Same spring and cam swap, and tuning.

Looking for just 500-550 engine HP on pump- with either head, I will mill them down .030 or so until I hit about 10.5:1 compression. It will stay N/A of course and as for the bottom end- not gonna even bother with it till it falls out which is hardly ever happened. Gotta love LS!



PS- how do the transmissions hold up in these things with a good amount of power on em? Im 4x4, so im sure its more expensive to keep it alive.

 

in a lq4 6.0 which is what comes in the 2500's the stock cr is at about 9.4:1 so those 317's will need way more the .030 to reach 10.5:1.. now if you slap some 243's and mill then about .030 then you can prbably reach your goals..
welcome from so-cal

 

That low huh? Well... might have to go dig up a set of 243's instead to start with.

If I run the numbers right:
317's have a 71cc combustion chamber- I will of course CC the chamber once its out to verify and again after milling.

Basing from what you said with a 4.000 bore and 3.622 stroke, each cyl is 746cc.
Pistons have a 7cc dish from what I've heard- Ill check it when the heads are off-
CC' are 71cc- so if we just use a 4.060 x .040 gasket (8.48cc's), and say the piston is zero decked and not in the hole, that would be 9.62:1-

To reach 10.5:1 I would have to mill off about .055 from the head to get down to 63cc's. Thats do-able. I planned on getting better pushrods anyway, I could easily order custom length pushrods to make up the distance. Could also angle mill it a degree....hmm...

 

slap on a front mount from trick or KB and call it a day

welcome to pt!

 

Welcome
Take a trip through some of the stickys at the tops of the GM sections for helpful tips/tricks..

As for your hp goals your not gonna make 500rwhp on a stock cube 6.0.. IF you want somethin pretty nasty go look through skeet's threads on here... He's takin a stock 6.0 short as far as it can go..

The trans you have now is an 4l80e and in stock form holds up tons better than the 4l60e..Its not bullet proof but a well built one will take you where ever your hp desire goes..

 

Ive built 6.0's that were destined for blowers with measly 9:1 compression setups with fairly large cams, Jesel's and the like that produced 620hp with ported L92's that flowed 350cfm.

I think its possible- but im not shooting for 500 to the tires- 500-550 at the crank is plenty for me. Plus its a truck- I don't want to turn over 7000 and have the torque curve moved up too high- it will just be a total turd if you tried to tow with it.

I'll take a look at skeets threads when i get some free time. Had to pull off the intake today to replace the knock sensors and found out the fuel pressure regulator was busted in the process. starts up alot easier now!

 

I would not waste the time trying to reinvent the wheel. West Coast Cylinder Head has the proven program DONE for these motors. NO ONE does it better, best of all he is a sponsor and supports the site!

 

This man speaks the truth.

 

cool thanks

 

Port design and performance is about way more than a flow number. But hey, I'm sure you know this since you've been doing it so long.

What all have you built? Who's running your stuff? Dyno numbers? Track times? A CFM number slapped on a certain port doesn't really mean jack in the big scheme of things.

Not to mention if you've never heard of WCCH or Richard, then I question how deep your roots go in the industry. I hope you learn something here, and not try to reinvent everything... This platform has been around for going on 15years, new stuff is happening but not at the rate it was 10yrs ago. (before you could drive??) sit back, look at what's out there, study it, and build what you want based on research.

Welcome to the site, I really do hope you learn something here and enjoy your stay.