|
She will be a dog with a cam and stock stall. You will be very disappointed in all the money spent on your new engine.
but I understand not wanting to stall the 60 then swap. Just be ready to be let down with a stock stall. |
You should be right around 400rwhp. I would try and get compression up to 11:1 to give you some low end tq back since those ls3 heads hurt it some. That is a solid cam choice, should help keep some low end power. I probably over read it, but what pistons do you plan to run?
I bet it will drive pretty well with the stock stall for dd, but the stock stall sucks a WOT. Might want to invest in a larger transmission cooler and servo to make the 60e last a little longer. |
Originally Posted by 69Camaro427
(Post 5198902)
You should be right around 400rwhp. I would try and get compression up to 11:1 to give you some low end tq back since those ls3 heads hurt it some. That is a solid cam choice, should help keep some low end power. I probably over read it, but what pistons do you plan to run?
I bet it will drive pretty well with the stock stall for dd, but the stock stall sucks a WOT. Might want to invest in a larger transmission cooler and servo to make the 60e last a little longer. Yeah, Geoff, PatG and Justin all helped me pick out my cam to run with stock stall. A 3,000+ stall would for sure put the motor in optimal RPM range to make power. Vet servo, tranny cooler also going in. Justin also said to get a shift kit in the tranny and he can tune that 60E to last. He had over 60,000 on his 60E with a 6.0 supercharged until a pump failure took out the tranny. I'm going to look into getting the compression higher on the pistons. Was looking at going with Brand: Mahle Manufacturer's Part Number: L92314030F04 Could try to use a thinner head gasket or get my head shaved also as I read these heads love compression. |
Yea and the 60e has a really short 1st gear so that should help it off the line some also. Since your cam has a 0.6+ lift I would double check PTV clearance before you mill or put thinner gaskets on.
Are the heads stock or do they have some port work done? I think the truck intake was a good call vs the ls3 intake, will help keep low end at a maximum, but isn't that intake manifold for cathedral port? |
Checking part numbers, the 6.0 and 5.3 have different part numbers for the intake..im not sure though
|
The Heads are bone stock as of now.
My intake is off a 2008 6.0L and has square ports that should work with l92/lS3 heads. I got a 102MM TB off a guy on kind of a impulse buy and will be porting my intake now. I will be porting it to remove the front O ring to make more room for the 102mm and just use a gasket to make a good seal. http://gyazo.com/78a9d7692e96570fd69a19d7b291c188.png |
Picked up some piston and rods today.
Pistons and rings http://www.ws6project.com/user_stor/...hlepistons.jpg Brand: Mahle Manufacturer's Part Number: L92340030F04 Part Type: Piston and Ring Kits Product Line: Mahle PowerPak Piston and Ring Kits Summit Racing Part Number: MLE-L92340030F04 Bore (in): 4.030 in. Bore (mm): 102.362mm Piston Style: Flat top, with two valve reliefs Piston Material: Forged aluminum Compression Distance (in): 1.340 in. Piston Head Volume (cc): +4.00cc Wrist Pin Style: Press-fit or floating Pin Diameter (in): 0.945 in. Gapless: No File Fit: Yes Top Ring Thickness: 1.5mm Top Ring Material: Ductile iron Top Ring Facing Material: Plasma-moly Second Ring Thickness: 1.5mm Second Ring Material: Cast iron Second Ring Facing Material: Cast iron Oil Ring Thickness: 3.0mm Oil Ring Material: Chrome plated carbon steel Oil Ring Tension: Standard Rods: https://www.lunatipower.com/Media/Im...close%20up.JPG Lunati Voodoo H-Beam Connecting Rods 70361251-8 Manufacturer's Part Number: 70361251-8 Part Type: Connecting Rods Product Line: Lunati Voodoo H-Beam Connecting Rods Summit Racing Part Number: LUN-70361251-8 Connecting Rod Length Center to Center (in): 6.125 in. Connecting Rod Beam Style: H-beam Connecting Rod Material: Forged 4340 steel Connecting Rod Finish: Shot-peened Wrist Pin Style: Floating Clearanced for Stroker: No Cap Retention Style: Cap screw Connecting Rod Bolt Brand: ARP Connecting Rod Bolt Diameter: 7/16 in. Connecting Rod Bolt Material: ARP2000 alloy Fastener Yield Strength (psi): 200,000 psi Connecting Rod Bolt Head Style: 12-point Approximate Connecting Rod Weight (g): 655 Rod Journal Diameter (in): 2.100 in. Pin End Bore Diameter: 0.927 in. Big End Width (in): 0.905 in. Pin End Width (in): 0.960 in. Advertised Horsepower Rating (hp): 800 hp Weight Matched Set: Yes Remanufactured: No |
Just an update. Called on block and I guess waiting on cam bearings to be ordered.
Also got everything up for painting I can while parts are coming in. http://gyazo.com/49ce55aff05eee1a078171a153d97b46.png http://gyazo.com/0c3f75a32addc214a550a25d6518ca3d.png http://gyazo.com/b9cab1e58818bbdcb717cc3918163141.png Pistons just showed up today in mail, just waiting on rods to get it balanced. |
With that low of compression, it'll make 360-380 to the rear tire. I would of up'd the compression, maybe mill your heads .030-.040 along with running a thinner head gasket..
|
Originally Posted by dirt track racer 81
(Post 5201765)
With that low of compression, it'll make 360-380 to the rear tire. I would of up'd the compression, maybe mill your heads .030-.040 along with running a thinner head gasket..
Whats the max CR that I should run for 93 if down the road I want spray 150 shoot? |
| All times are GMT -5. The time now is 11:28 AM. |
© 2024 MH Sub I, LLC dba Internet Brands