I'm curious to hear how high can the rwhp can get on a nat. asp. LS6 V go?

post what you have and what you've done
OR
post what you seen IE on LS6 Z06....

using headers, cams, heads, TB.....voodoo....

--Jerry

 

I just found 511rhwp NA Z06 LS6:

https://ls1tech.com/forums/dynamomet...1rwhp-fti.html

maybe i was aiming too low?

--Jerry

 

^^^ wrong again.

 

Well, I looked at the thread that he linked to..which made it direct info from the owner of the car. I understand that you are very proud of your turbo system, and it IS a nice system, but you do not need to ruin every other thread about every other possible motor modification on this forum because its not "THE WORLDS FIRST SINGLE REAR MOUNT TURBO". Trust me, we are all impressed, even the guys who wont admit it. However, acting like a 5 year old ruins it for you every time.

 

I'll agree, my post added no valid information to the thread, which is my bad. But it is clearly possible to get 450+ out of an ls6 with the right mods based on the example that the op posted.

Sorry for clouding up your thread, I'll stop now.

 

That is not the average. I know many guys with great H/C/FAST's on 6.0 LS2's C6's that only break 470-480rwhp. I'm sure you can count the 500rwhp H/C 346's with hydralic lifters on one hand.

Btw, look into what a set of ETP's cost (as well as all his other attention to detail mods) or throw a good FI kit on it and keep the DD civility of it while still making more power. IMHO

 

Patrick G on here has a 500rwhp T/A with a 346 if I'm not mistaken. It can be done but you have to know what you are doing. Just buying off the shelf parts will not get you there. You will probably have to have everything port matched, a cam spec'ed to you exact engine mods (which patrick G can do), heads that flow right, the right size headers with exhaust that is efficient, everything. On an N/A car, air flow is everything. Just figure out the combo to get it in and out the most efficient way and you are good. That however takes a lot of time and money.

 

500 N/A is possible, but that would be a very high effort build, and probably not worth the cost.

A lot of this is going to be subjective as well, as the magic '500' number might show on one dyno, but not on another.

I make 415 with a full bolton (less EWP) & cam lS6, on a fairly stingy mustang dyno (PSI). On another local dyno (before my cam), my baseline run (FBC) was about 15 hp higher. Extrapolating I'd probalay be around 430 @ FBC's mustang. Who knows what I might make on a dynojet.

I would guestimate that I could get perhaps 20-40 more HP with some premium heads. I would be somewhere in that 450+ neighborhood, depending on the dyno.

I guess bottom line is that 500 magic number is pretty damned subjective.

-Chris

 

I found this to share: 428/395 with cam & headers & tune....impressive...


http://www.youtube.com/watch?v=Y-M8uF59ZGc

comments from owner:
TPI 1 3/4 /CAI/ ported TB [homemade] / full exhaust not the best.../ ls7 FW CLUTCH Kit that probably freed up some HP and Patriot Valve train and 25% UD pulley. [Stock heads and intake manifold]
231/235 617/620 112 +4 LSA i would say its a medium size cam it keeps good drive ability still and i made more HP then my friends MS4 powered z06 with kook longtubes and ETC from 3k rpm - 6600. 6600+ he made like 6 more hp and i made more TQ the entire time lol.

 

A good heads/cam will be similar in price to a magnacharger, and just slightly less than most intercooled turbo setups. It's realy a matter of what you want.

I wanted my car to be N/A, because I didn't want to deal with heat soak, running out of methanol, extra weight & strain on the motor from the power adder etc. I wanted all the time ready to go power, with out the headaches of FI.

Could I have had more power from a maggie at the same price? I'd say it's close. The maggie whomps on low end TRQ though. I prefer my N/A Cammed motor for the road course though.

In the end it's kinda like comparing a blonde super model to a brunnette...both are hot.

-Chris

 

I found a really good shop locally that will mill heads for $50/hr labor. That includes flow bench test. Look around for some machine shops with a good reputation. Deals are to be found. Especially in this "recession".

The turn around at the shop is said to be 4-5 days. So... i'm either pullin my heads and my DD being down for about 1-1/2 to 2 weeks, or i purchase a set of used ls6 heads, have them worked and sell my stockers when i do the swap.

 

Buying those heads would throw me out of my budget. I have seen some really good heads ready to bolt on at around 1750-2000. Its just not feasible at the moment. I'm attempting to do what i can with the LS6 heads before i go an alternate route. thanks for the input though. Much appreaciated.

/

 

One thing to think about is the time/cost of swapping heads. I'd save up for another 6, 8, 10 months and buy a good set and only do it once.
Either way the car will run better so have fun.

 

650 HP V on ebay :

http://cgi.ebay.com/ebaymotors/Cadil...fCarsQ5fTrucks

 

Is that Chefs old car again??? If thats it, Why does it keep getting sold!

 

Looks like AMS didn't sell it the first time around. They bought it from Chef.

-Chris