THE LIST-Top 10 STOCK BOTTOM END LSx(s)
01-01-2014, 09:07 PM
#21
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01-01-2014, 10:16 PM
#22
Positive. The blocks never been apart. The car's been mine since it rolled off of the showroom floor with 2miles on the clock. Closest thing to taking the block apart is removing the intake for the VicJr/elbow combo. Even at the stock boost settings on the kit (7.5 psi) I made a lot more power than I expected. Sprung at 7.5 psi (indicated 9 on my gauge) it made 606hp 639lbft. I know it goes against the FI Mantra but I havent been able to afford to do engine mods yet. Wanted to start w/ the twin setup and then build the engine around that instead of building an NA engine and then rebuilding it for FI later. Just didnt want to do things twice although I didnt know much about the pitfalls of the APS kits when i bought it so I'm stuck doing things twice it looks like anyways.
The cam is the stock LS1 cam (unless GM snuck in a Z06 cam maybe?). Turbo's are MHI TD06h-20g turbos. Quite a bit smaller than the 35r's but I'm sure the 20g's wouldnt have much left in them if they weren't smoking and willing to be pushed further. I credit the higher than expected numbers to my tuner Clint at American Intense Racing. He's done the work on my car w/ the turbo kit and most importantly the Tune which he's been doing for as long as I can remember and apparently is on top of his game. The car should be going back in to be switched over to speed density soon (probably in february so that I can get an emissions tune in at the same time vs taking it in twice). Did my best to get in as many passes the last few weeks by emissions vans so hopefully I wont have to worry about actually getting it tuned for that. Hoping the E85 has cleaned up the exhaust enough to pass the road sides. I'm hoping w/ the speed density tune I'll end up over 700hp at the wheels without turning up the boost any more than the 13lbs its at now. Irks me being just under the next 100hp mark. Let me know if you have any other questions about the setup.
The cam is the stock LS1 cam (unless GM snuck in a Z06 cam maybe?). Turbo's are MHI TD06h-20g turbos. Quite a bit smaller than the 35r's but I'm sure the 20g's wouldnt have much left in them if they weren't smoking and willing to be pushed further. I credit the higher than expected numbers to my tuner Clint at American Intense Racing. He's done the work on my car w/ the turbo kit and most importantly the Tune which he's been doing for as long as I can remember and apparently is on top of his game. The car should be going back in to be switched over to speed density soon (probably in february so that I can get an emissions tune in at the same time vs taking it in twice). Did my best to get in as many passes the last few weeks by emissions vans so hopefully I wont have to worry about actually getting it tuned for that. Hoping the E85 has cleaned up the exhaust enough to pass the road sides. I'm hoping w/ the speed density tune I'll end up over 700hp at the wheels without turning up the boost any more than the 13lbs its at now. Irks me being just under the next 100hp mark. Let me know if you have any other questions about the setup.
01-01-2014, 10:25 PM
#23
Teching In
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9.31@147 bone stock 2010 5.3 308 rear end Powerglide e85 15 psi @660 hp 1/8 was 6.0@118 1.47 60 ft 74mm t6 borgwamer turbo 2800 pound car. Upgraded the cam springs and turbo to 88mm waiting to go back to the track
01-02-2014, 09:59 AM
#25
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01-02-2014, 10:02 AM
#26
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I looked up some info on the car-you can correct anything I have in error.
Last edited by coltboostin; 01-02-2014 at 10:33 AM.
01-02-2014, 10:34 AM
#27
I was gonna try and find out what the stock bottom LS1 record is. Everyone kinda lumps 4.8s, 5.3s, 5.7s and 6.0s together but im lil curious about the actual ls1 (5.7) record.
Mine has been over 600 for 2 years with the last year over 700. I ran it this year between 13-15lbs depending on the night. It made 690 on 12lbs so i know its over 700 regardless. Im going for 800+ this year and ill finally get it to a track.
Turbo is a Precision 7675 .96a/r cast wheel. Stock bottom LS1 with a custom (n/a) cam. Its got 317s for heads with ARP studs and ls9 gaskets. Stock rod bolts. Stock t56 with a Moser 9in. Car weighs 3615 with me and a half tank.
And imo "stock bottom" car can have whatever heads they want. All that matters to me is really the crank/rods/pistions because those are what normally fail.
Vacuum pump shut off, thats why the a/f looks weird.
Mine has been over 600 for 2 years with the last year over 700. I ran it this year between 13-15lbs depending on the night. It made 690 on 12lbs so i know its over 700 regardless. Im going for 800+ this year and ill finally get it to a track.
Turbo is a Precision 7675 .96a/r cast wheel. Stock bottom LS1 with a custom (n/a) cam. Its got 317s for heads with ARP studs and ls9 gaskets. Stock rod bolts. Stock t56 with a Moser 9in. Car weighs 3615 with me and a half tank.
And imo "stock bottom" car can have whatever heads they want. All that matters to me is really the crank/rods/pistions because those are what normally fail.
Vacuum pump shut off, thats why the a/f looks weird.
01-02-2014, 10:51 AM
#28
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Thread Starter
I was gonna try and find out what the stock bottom LS1 record is. Everyone kinda lumps 4.8s, 5.3s, 5.7s and 6.0s together but im lil curious about the actual ls1 (5.7) record.
Mine has been over 600 for 2 years with the last year over 700. I ran it this year between 13-15lbs depending on the night. It made 690 on 12lbs so i know its over 700 regardless. Im going for 800+ this year and ill finally get it to a track.
Turbo is a Precision 7675 .96a/r cast wheel. Stock bottom LS1 with a custom (n/a) cam. Its got 317s for heads with ARP studs and ls9 gaskets. Stock rod bolts. Stock t56 with a Moser 9in. Car weighs 3615 with me and a half tank.
And imo "stock bottom" car can have whatever heads they want. All that matters to me is really the crank/rods/pistions because those are what normally fail.
Mine has been over 600 for 2 years with the last year over 700. I ran it this year between 13-15lbs depending on the night. It made 690 on 12lbs so i know its over 700 regardless. Im going for 800+ this year and ill finally get it to a track.
Turbo is a Precision 7675 .96a/r cast wheel. Stock bottom LS1 with a custom (n/a) cam. Its got 317s for heads with ARP studs and ls9 gaskets. Stock rod bolts. Stock t56 with a Moser 9in. Car weighs 3615 with me and a half tank.
And imo "stock bottom" car can have whatever heads they want. All that matters to me is really the crank/rods/pistions because those are what normally fail.
dementia has the mark for stock LS1s @ 804whp. (see list). I'll add you too it.
01-02-2014, 11:29 AM
#30
I agree-thats why I started this list!! There was no real organization for all of the info out there. One interesting thing that has already come up-although most shops say you have to upgrade your rod hardware for big power /RPM-I dont think any of the top 3 in either list have upgraded rod bolts!
dementia has the mark for stock LS1s @ 804whp. (see list). I'll add you too it.
dementia has the mark for stock LS1s @ 804whp. (see list). I'll add you too it.
I think Unleashed Performance had their stock bottom c5 vette over 800hp but ill have to look for that thread.
01-02-2014, 04:50 PM
#31
Staging Lane
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BW588@20psi
stock l92's
stock ly6
232/240 115lsa cam
th400
3100
from his post
https://ls1tech.com/forums/forced-in...-59-156-a.html
stock l92's
stock ly6
232/240 115lsa cam
th400
3100
from his post
https://ls1tech.com/forums/forced-in...-59-156-a.html
01-02-2014, 06:38 PM
#33
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I was gonna try and find out what the stock bottom LS1 record is. Everyone kinda lumps 4.8s, 5.3s, 5.7s and 6.0s together but im lil curious about the actual ls1 (5.7) record.
Mine has been over 600 for 2 years with the last year over 700. I ran it this year between 13-15lbs depending on the night. It made 690 on 12lbs so i know its over 700 regardless. Im going for 800+ this year and ill finally get it to a track.
Turbo is a Precision 7675 .96a/r cast wheel. Stock bottom LS1 with a custom (n/a) cam. Its got 317s for heads with ARP studs and ls9 gaskets. Stock rod bolts. Stock t56 with a Moser 9in. Car weighs 3615 with me and a half tank.
And imo "stock bottom" car can have whatever heads they want. All that matters to me is really the crank/rods/pistions because those are what normally fail.
Vacuum pump shut off, thats why the a/f looks weird.
Mine has been over 600 for 2 years with the last year over 700. I ran it this year between 13-15lbs depending on the night. It made 690 on 12lbs so i know its over 700 regardless. Im going for 800+ this year and ill finally get it to a track.
Turbo is a Precision 7675 .96a/r cast wheel. Stock bottom LS1 with a custom (n/a) cam. Its got 317s for heads with ARP studs and ls9 gaskets. Stock rod bolts. Stock t56 with a Moser 9in. Car weighs 3615 with me and a half tank.
And imo "stock bottom" car can have whatever heads they want. All that matters to me is really the crank/rods/pistions because those are what normally fail.
Vacuum pump shut off, thats why the a/f looks weird.
01-02-2014, 09:04 PM
#35
No you need the BMR k member built specifically for this kit. I've heard UMI turbo k members work as well but i cant vouch for it since i dont have that particular one. All accessories and AC still intact w/ this kit. Price for a new kit last I saw was still rediculous (in my eyes). It was about 8k from some of the vendors I had seen. The kit isnt being made anymore so I'm not sure if they're still being sold or what they're going for if vendors are still selling off their stock. I bought mine used/new. Someone had the kit sitting for years unused because they wrecked or sold their Camaro. I got mine for less than 4k, close to 3 iirc. If you're interested in the kit i'd say keep an eye open for a used kit at a good price and then buy one of the 3rd party turbo upgrades for them and you'll probably still come in under the new price. I'm piecing together a huron twin setup so mine will be up for grabs eventually but I dont have any inkling on an eta.
Last edited by dementia; 01-02-2014 at 09:34 PM.
01-02-2014, 09:41 PM
#38
TECH Apprentice
Last edited by silver_82; 01-02-2014 at 09:52 PM.
01-03-2014, 06:40 AM
#39
3.78 in bore blocks (2005–present)
This family of blocks is just an updated version of its Generation III predecessor with Generation IV updates and capabilities. Applications of this family were mainly for trucks but did see some mild usage (with some modifications) in front-wheel-drive cars.
4.8 L[edit]
The Vortec 4800 LY2 is a Generation IV small block V8 truck engine. Like its LR4 predecessor, it gets its displacement from a 96.01 mm bore and 83 mm stroke. The smallest member of the Generation IV engine family, it is unique in that it is the only member of that family that is used in trucks that does not feature either variable valve timing (until 2010)
5.3 L[edit]
Vortec 5300
The Generation IV Vortec 5300 engines are truck engines that share all the improvements and refinements found in other Generation IV engines. At present, four versions of the 5300 are in production: two iron block versions (LY5 and LMG) and two aluminum block versions (LH6 and LC9). All versions feature the Active Fuel Management system, and starting with MY 2010, variable valve timing (engine RPO codes stayed the same).
This family of blocks is just an updated version of its Generation III predecessor with Generation IV updates and capabilities. Applications of this family were mainly for trucks but did see some mild usage (with some modifications) in front-wheel-drive cars.
4.8 L[edit]
The Vortec 4800 LY2 is a Generation IV small block V8 truck engine. Like its LR4 predecessor, it gets its displacement from a 96.01 mm bore and 83 mm stroke. The smallest member of the Generation IV engine family, it is unique in that it is the only member of that family that is used in trucks that does not feature either variable valve timing (until 2010)
5.3 L[edit]
Vortec 5300
The Generation IV Vortec 5300 engines are truck engines that share all the improvements and refinements found in other Generation IV engines. At present, four versions of the 5300 are in production: two iron block versions (LY5 and LMG) and two aluminum block versions (LH6 and LC9). All versions feature the Active Fuel Management system, and starting with MY 2010, variable valve timing (engine RPO codes stayed the same).
Last edited by Forcefed86; 01-03-2014 at 06:46 AM.
