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The Road to 500+ HP - 5.3 to 6.0 Swap

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Old 03-07-2014, 08:19 AM   #11  
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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.
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Old 03-07-2014, 09:15 AM   #12  
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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.
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Old 03-07-2014, 09:39 AM   #13  
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Quote:
Originally Posted by 69Camaro427 View Post
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.
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Old 03-07-2014, 03:05 PM   #14  
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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?
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Old 03-07-2014, 03:53 PM   #15  
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Checking part numbers, the 6.0 and 5.3 have different part numbers for the intake..im not sure though
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Old 03-07-2014, 06:15 PM   #16  
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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.


Last edited by NuckenFuts; 03-07-2014 at 06:56 PM.
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Old 03-12-2014, 07:38 PM   #17  
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Picked up some piston and rods today.

Pistons and rings

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:

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

Last edited by NuckenFuts; 03-17-2014 at 10:13 AM.
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Old 03-17-2014, 10:29 AM   #18  
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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.




Pistons just showed up today in mail, just waiting on rods to get it balanced.
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Old 03-17-2014, 10:47 AM   #19  
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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..
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Old 03-17-2014, 11:13 AM   #20  
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Quote:
Originally Posted by dirt track racer 81 View Post
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..
Is it best to return these pistons and get a set of Dome wiseco that are north of 11:1?

Whats the max CR that I should run for 93 if down the road I want spray 150 shoot?
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233239, 53, 60, cam, chevy, f13, fuel, heads, horsepower, ls, peening, pressure, pushrods, put, rods, shot, swap

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