ahmed

might have already been posted on here. sorry if it was already posted.



http://www.carcraft.com/techarticles...ons/index.html

Chevy LS1 5.7L
The Gen III small-block is the engine of the future for hard-core car crafters looking for maximum power. This is also the smallest engine in our power combo at only 346 ci, yet it can achieve the power without resorting to an outrageous cylinder head/camshaft/high-rpm combination. To get the full skinny on a 500hp Gen III motor, we hustled out to Ken Duttweiler's shop in Saticoy, California.

Duttweiler's experience is mostly based around fuel-injected combinations using the factory computer, but a carbureted version would make similar if not slightly more power. According to Duttweiler, all it takes to make 500 hp is cylinder heads that flow 310 cfm or better along with a little more camshaft than stock. For a first-generation small-block Chevy, that's a tall order in the cfm department. But for the Gen III, there are easily a half-dozen heads out there that would fill these airflow shoes. If we had to pick one, Duttweiler agrees the GM Performance Parts CNC-ported LS6 heads are a good choice. The heads come completely ported and fitted with very light, hollow-stem 2.00-inch intake valves and 1.55-inch sodium-filled exhaust valves. GMPP claims these heads can only accommodate up to 0.570-inch valve lift, so you may need some better valvesprings along with a few other pieces. But the airflow is solid at 290 cfm-plus at 0.500-inch lift.

For a camshaft, Duttweiler says the hydraulic roller profile needs to be in the range of 224/236 degrees at 0.050-inch tappet lift with 0.580-inch lift and a lobe separation angle of 115 degrees advanced slightly with an intake centerline of 112 degrees. This is the smallest cam spec that would make this kind of power, as long as you combine the cam with good valvesprings and stiffer aftermarket 0.080-wall pushrods to prevent deflection. The pushrods are necessary because the stockers are weak. A close off-the-shelf cam we found was a Crane HR228 Zcam, but Crane can also custom-grind a cam if you choose to go that route, and the price is not as bad as you might think.

Best peak power will also be achieved with a FAST LSX intake manifold combined with a 90mm throttle body. Compression would also help this program. Duttweiler says cutting the heads 0.020 inch might bump the squeeze to 11:1, and of course a good set of headers like Kooks long-tube 1 3/4- or 1 7/8-inch primary-size pipes will help make torque as well as horsepower. We've seen large-tube headers work on even mild LS1 motors. The only other caveat Duttweiler mentioned is to not spin a stock LS1 over 6,800 rpm because the stock rod bolts are a bit questionable above that rpm. That rpm is also very hard on the heavy hydraulic roller valvetrain.

Crane Cams
Daytona Beach, FL
386/258-6174
cranecams.com

Kooks Custom Headers
Bayshore, NY
866/586-5665
kookscustomheaders.com

Scoggin-Dickey Parts Center
Lubbock, TX
800/456-0211
sdpc2000.com

Parts List
Description PN Source Price
GMPP CNC LS6 head, pr. 88958665 SDPC $1,996.50
FAST LSX intake, 90mm 30-54003 Summit Racing 869.95
FAST 90mm throttle body 30-54019 Summit Racing 519.95
Comp conical springs 26918-16 Summit Racing 179.95
Comp pushrods, 5/16" 7955-16 Summit Racing 133.69
Crane Zcam hyd. roller 1449601 Summit Racing 399.98
Kooks 1 3/4 headers 6500RHS Kooks Headers 864.90

Element

iTrader: (5)

Heads and a cam do not equate to bolt-ons, and plugging GMPP LS6 heads over TFS, AFR, and PRC is sort of funny. For $2000, I'm damned sure going with TFS or AFR for the extra money over ported LS6 heads.

ahmed

i consider them bolt ons. heads cam intake and exhaust are bolt ons.
nitrous supercharger and turbos are not.

what do you consider bolt on.

Element

iTrader: (5)

If a cam is "bolt-on", why isn't a turbo? It bolts on, too, technically.

Bolt-ons are commonly known as anything not involved with motor internals, or major parts like heads that require tearing the engine down. Intake, headers, underdrive pulley, etc are all bolt-ons. Anything that requires extensive work or gets into the internals - heads, cam, turbo, bore/stroke, etc - isn't bolt-on.

got-a-ls1

iTrader: (12)

no turbos and nitrous are power adders. Everything bolts on a engine so dont be so literal. Bolt ons are basic mods like exhaust, intake, etc that dont require internal engine work.

Latch

iTrader: (8)

Heads/cam are bolt-ons, just like how a car with intake, headers, exhaust, tune, and stall is "stock."

ahmed

to each there own.

BlueBird346

iTrader: (13)

Seems like theyre talking about flywheel horsepower.

I think theres a common understanding that bolt-ons are basic upgrades. Upgrades that leave the engine itself stock. Bolt ons would be external parts only.

SSmoken

iTrader: (26)

bene

iTrader: (16)

This.

01ssreda4

iTrader: (96)

No matter how you look at it, heads and cam are NOT bolt ons. Even though you want them to be, they still aren't. Good day

Musthaveboost

One time a "bolted on" a jet engine to my LS1..made it way faster, just your average bolt on.

ahmed

again to each there own. some people consider turbos a bolt on if it bolts to the factor flanged manifold. like on a dsm some consider the 16g turbo to be a bolt on upgrade turbo.


i call h/c/i bolt ons and so do a **** load other people on many many different forums. but this isnt why i made this thread i was just tryin to pass on some info i came by to those who wanted to see how to make 500hp and i believe its crank HP not to the wheels..

The Mighty Texan

iTrader: (4)

Short, sweet, and hard to beat.

garygnu

we have seen so many threads about 500 hp ls1, some one should do a sticky.

little_chewy_69

iTrader: (2)

imo anything that doesn't touch oil is a bolt-on and i would believe super chargers and turbos would not fall under bolt-ons....power adders sounds more legit

Mustang Killer

iTrader: (2)

"Bolt-On's" encompass: lid, cold air intake, catback, headers, underdrive pulley, intake and throttle body, and (to a lesser extent) electric water pump. Everyone universally agrees on that, I don't think there's ever been any debate on whether or not H/C are bolt-on's... No.

hitmanws6

iTrader: (20)

you do realize that there are cam only LS1s making 500 at the crank right? the recipe to 500 rwhp is already on here

ls1 1990 VN

You need to get real!!! think you are better off staying with your 'OTHER' forums that think like you....Must be RICE forums, seems like their sort of mentality.

MattxFatal

iTrader: (4)

And there it is.

Really you think it's BHP and not WHP?
Glad you said something, I would have never guessed that.

Thanks for your information and viewpoint on bolt-ons. I'll be sure to PM all the other guys who've been building, developing and turning wrenches on these motors for 13 years and inform them that they've been wrong all along, and need to get their facts from you.

-Matt