Want opinions on an N/A 346 combo...
08-14-2012, 11:36 AM
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Want opinions on an N/A 346 combo... Rebuilt stock short block with obvious upgrades being rod bolts, ls2 lifter trays, adj timing setup,oil pump and balancing rotating assy. Looking at either 5.3 or ls6 ported heads milled for compression. Looking to get somewhere between 11.5-12.1 scr. Now, I am lost on cam. Obviously, it needs to be able to bleed cyl pressure, so I can run 93 octane, but not be so big I have to shift at over 7k. Would prefer to shift somewhere between 6500-7000 max and still be driveable on the street.
So, with the right camshaft for this setup and my wants, is this setup possible and if so, how well do you think it would perform? Car has an A4 with SS4000 stall and 3.73s. Will be using the ls6 intake initially. Goal is to run in the 10s and go from there with weight reduction to see how deep it can go.
Opinions and suggestions are welcomed.
So, with the right camshaft for this setup and my wants, is this setup possible and if so, how well do you think it would perform? Car has an A4 with SS4000 stall and 3.73s. Will be using the ls6 intake initially. Goal is to run in the 10s and go from there with weight reduction to see how deep it can go.
Opinions and suggestions are welcomed.
08-14-2012, 11:43 AM
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For the here and now budget will not allow. Kind of have to use what I have available. In the future....well you get the idea. If I can find a good 6 liter to rebuild before plans get set in motion I may use it and stick with stock size for now. But for now, just considering the ls1 I have.
08-14-2012, 12:48 PM
#4
Id go with the ported 243s but you really don't need that much of a CR but I don't know your goals. I think you should mill them down to 59cc with a slightly thinner head gasket and use a 228/232 with high 59x lift. Will have great street manners and will keep you from flycutting. You go with a big cam you will be choked by the LS6 intake for one, and depending on how well your 243's flow over .600 lift, it could be a waste as well. With that setup and your converter and a good tire, you would be low 11's. You will need a FAST intake to break into the 10's consistently in my opinion.
08-14-2012, 01:02 PM
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Seems like a little small on the duration. Lift is about right. No need for huge lift with either of those heads. They are pretty much done at .600" and like you said the intake will be a choke point. That being said, my old car went 11.20 with hand ported stockers and a B1 cam(221/221 .558/.558 on a 114), if I remember right at 3450#. Was kind of hoping I could make more power with better heads, more cam and infinitely better tuning than was available in 2001
08-14-2012, 01:06 PM
#6
Nah dont be caught up in the numbers on that cam. Ive seen it way too many times with smaller cams that are setup proportionately beat the hell out of big cam cars with incorrectly setup heads and intake. Your call though, if you want a big cam and want alot of compression you will undoubtedly have to flycut your pistons. To correct my previous post, if you are cutting out some weight also around 150+ pounds, that could break you into the 10s with this setup. I forgot to include the fact you would be shedding some weight.
08-14-2012, 01:06 PM
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The compression is just about finding free power. Obviously, it has its drawbacks, but I think people leave a lot on the table when they don't consider it. Of course, I need to research it a little more but PatG didn't get to 500 rwhp on a 346 with 10 to 1.
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08-14-2012, 01:14 PM
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I think the cam you might be looking at is a 228/228 .588 .588 114lsa, i know you trying to do this on a budget but you know the more big things you do the better off you are. Im acutally doing the same thing right now im building a 347 trying to reach a decent power on stock cubes, right now i have afr 205s that have been mamofied, and that same cam i just put up along with a fast 102, nick williams 102 and many small things to gain those little hp that you could get
08-14-2012, 01:29 PM
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Yeah, I don't want to get stuck on a number, I just want to get the most useful power I can without breaking the bank. I mean, if money was not an issue, I would be doing a whole different engine and 408 is prolly not it. But, in the real world its easy to say get the best heads money can buy, but that does no good if I can't buy anything else to go with them.
That's why I listed the heads I did with the ls6 intake. I just want to maximize that combo with the right compression and cam. Just need to get some more info on what has worked for others. In the end of all this dyno numbers, cam specs and head flow mean nil. Its what ot runs at the track and drives back home with that matters most to me.
That's why I listed the heads I did with the ls6 intake. I just want to maximize that combo with the right compression and cam. Just need to get some more info on what has worked for others. In the end of all this dyno numbers, cam specs and head flow mean nil. Its what ot runs at the track and drives back home with that matters most to me.
08-14-2012, 01:32 PM
#14
Yeah, I don't want to get stuck on a number, I just want to get the most useful power I can without breaking the bank. I mean, if money was not an issue, I would be doing a whole different engine and 408 is prolly not it. But, in the real world its easy to say get the best heads money can buy, but that does no good if I can't buy anything else to go with them.
That's why I listed the heads I did with the ls6 intake. I just want to maximize that combo with the right compression and cam. Just need to get some more info on what has worked for others. In the end of all this dyno numbers, cam specs and head flow mean nil. Its what ot runs at the track and drives back home with that matters most to me.
That's why I listed the heads I did with the ls6 intake. I just want to maximize that combo with the right compression and cam. Just need to get some more info on what has worked for others. In the end of all this dyno numbers, cam specs and head flow mean nil. Its what ot runs at the track and drives back home with that matters most to me.
08-15-2012, 12:33 PM
#17
First thing I'm gonna point out about compression with these engines is that 11:1 IS OEM ON LS2/LS7 engines. If this was near the edge GM would not have produced these by the thousands then backed them with a warranty. It increases driveability, fuel mileage, throttle response and power all across the rev range. With that being said I wouldn't use 11:1 as a happy medium, it would be my starting point.
If it were my setup I'd use some 61cc LS6 heads with a .040 gasket. That will acheive 11.5:1 and a cam somewhere in the 228 to 236 range. A torquer V2 would be a great option IMO
If it were my setup I'd use some 61cc LS6 heads with a .040 gasket. That will acheive 11.5:1 and a cam somewhere in the 228 to 236 range. A torquer V2 would be a great option IMO
08-15-2012, 12:37 PM
#18
First thing I'm gonna point out about compression with these engines is that 11:1 IS OEM ON LS2/LS7 engines. If this was near the edge GM would not have produced these by the thousands then backed them with a warranty. It increases driveability, fuel mileage, throttle response and power all across the rev range. With that being said I wouldn't use 11:1 as a happy medium, it would be my starting point.
If it were my setup I'd use some 61cc LS6 heads with a .040 gasket. That will acheive 11.5:1 and a cam somewhere in the 228 to 236 range. A torquer V2 would be a great option IMO
If it were my setup I'd use some 61cc LS6 heads with a .040 gasket. That will acheive 11.5:1 and a cam somewhere in the 228 to 236 range. A torquer V2 would be a great option IMO
On my NA build I was shooting for 11.6-1 CR with 59cc trickflow heads, cometic .40 gaskets and a custom mid 230's cam....
