cam ls1 vs cam 6.0
10-17-2014, 06:42 PM
#1
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cam ls1 vs cam 6.0 6.0 came from a 02 silverado i have a set of 317's flow 310/220 and a 239/248 .624/.615 lift plan on 150 shot.
Now the problem is should i just put the heads cam and spray on my ls1 and not bother with the swap? Or will doing the swap be worth it?
Thanks Shane
Now the problem is should i just put the heads cam and spray on my ls1 and not bother with the swap? Or will doing the swap be worth it?
Thanks Shane
10-17-2014, 07:39 PM
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Guess i need to quit over thinking it and swap it out. Yall hear something about having to drill a hole for the alternater when going to the 6.0? Where at and is there already a post about this?
Thanks
Thanks
10-18-2014, 04:39 PM
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10-20-2014, 09:31 AM
#7
What exactly are you talking about your post is confusing?
If you are talking about swapping out a cammed LS1 for a cammed 6.0, you will gain nothing but 100lbs and on a good day a few ft/lbs torque (assuming the lower compression doesn't prevent that).
If you are talking about swapping out a cammed LS1 for a cammed 6.0, you will gain nothing but 100lbs and on a good day a few ft/lbs torque (assuming the lower compression doesn't prevent that).
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10-20-2014, 07:35 PM
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Ls1 is in the car now i have a set of 317's that have been ported and milled also have a cam. I got a chance to pick up a 6.0 cheap so i was wanting to just see witch would make more power with the heads,cam i have.
10-21-2014, 09:12 AM
#9
317 heads are large chamber (low compression) version of the 243/799 design. The flow numbers you posted look good if they aren't hogged enough to hurt velocity severely, but I am unfamiliar with how much compression you lose with them (which also depends on how much they are milled and what head gasket you use).
I am fairly certain however that they will still have more compression on an ls1 block than a lq4 block due to their dished pistons.
That cam is large enough you need compression for it to run well but also large enough to limit how much you can mill to get that compression.
My advice is the run the ported heads with as much milling as you can do safely but get a cam matched to work with the combo. Put those items on your ls1 unless boost is in your near future, then the iron block might become an asset.
Most people get hung up on the minor difference in cubes and forget they will be losing compression and gaining 100lbs on the nose of the car. As far as power potential in a typical N/A build a stock internal 6.0l is inferior to a stock internal ls1...the benefits are: they're cheaper, they're capable of going bigger cubes, the iron block can take more boost.
I am fairly certain however that they will still have more compression on an ls1 block than a lq4 block due to their dished pistons.
That cam is large enough you need compression for it to run well but also large enough to limit how much you can mill to get that compression.
My advice is the run the ported heads with as much milling as you can do safely but get a cam matched to work with the combo. Put those items on your ls1 unless boost is in your near future, then the iron block might become an asset.
Most people get hung up on the minor difference in cubes and forget they will be losing compression and gaining 100lbs on the nose of the car. As far as power potential in a typical N/A build a stock internal 6.0l is inferior to a stock internal ls1...the benefits are: they're cheaper, they're capable of going bigger cubes, the iron block can take more boost.
10-21-2014, 12:21 PM
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317 heads are large chamber (low compression) version of the 243/799 design. The flow numbers you posted look good if they aren't hogged enough to hurt velocity severely, but I am unfamiliar with how much compression you lose with them (which also depends on how much they are milled and what head gasket you use).
I am fairly certain however that they will still have more compression on an ls1 block than a lq4 block due to their dished pistons.
That cam is large enough you need compression for it to run well but also large enough to limit how much you can mill to get that compression.
My advice is the run the ported heads with as much milling as you can do safely but get a cam matched to work with the combo. Put those items on your ls1 unless boost is in your near future, then the iron block might become an asset.
Most people get hung up on the minor difference in cubes and forget they will be losing compression and gaining 100lbs on the nose of the car. As far as power potential in a typical N/A build a stock internal 6.0l is inferior to a stock internal ls1...the benefits are: they're cheaper, they're capable of going bigger cubes, the iron block can take more boost.
I am fairly certain however that they will still have more compression on an ls1 block than a lq4 block due to their dished pistons.
That cam is large enough you need compression for it to run well but also large enough to limit how much you can mill to get that compression.
My advice is the run the ported heads with as much milling as you can do safely but get a cam matched to work with the combo. Put those items on your ls1 unless boost is in your near future, then the iron block might become an asset.
Most people get hung up on the minor difference in cubes and forget they will be losing compression and gaining 100lbs on the nose of the car. As far as power potential in a typical N/A build a stock internal 6.0l is inferior to a stock internal ls1...the benefits are: they're cheaper, they're capable of going bigger cubes, the iron block can take more boost.
10-21-2014, 01:25 PM
#11
It pains me to see people pull their perfectly fine LS1 and swap in a similar headed/cammed 6.0 then post their results in the dyno section asking why it's not making any more power. I understand replacing a blown up ls1 with the 6.0 because they are cheaper and easier to find, but they will not make more power and if you don't know what you're doing they can make less.
The exception being a ls3 top end on a 6.0 block, but they tend to be very peaky...good for racing or putting up big peak hp numbers but not running quite as well on the street naturally aspirated.
Good luck with your build, those good flowing heads with a matched cam will be a stout combo.
The exception being a ls3 top end on a 6.0 block, but they tend to be very peaky...good for racing or putting up big peak hp numbers but not running quite as well on the street naturally aspirated.
Good luck with your build, those good flowing heads with a matched cam will be a stout combo.