Switched from ported LS3 heads to Trick Flow 235's
09-04-2012, 11:08 PM
#41
I went from 469rwhp unlocked 4l80e to 546rwhp. Changes were:
AFR 225's to PRC 237's
11-1 CR to 13-1 CR
245/260 .646/.629 to 254/260 .629/.625
4L80e to a glide with a very loose verter
Also removed a dead electric water pump
New combo needs better springs as it falls off the Earth at 6,600..
Last edited by LIL SS; 09-04-2012 at 11:27 PM.
09-05-2012, 10:24 AM
#42
You need to read the 1st post again.. he made 485 rwhp/455 rwtq SAE to begin with. The then swapped heads and made 518 rwhp SAE and 532 rwhp STD.. he did not post the torque gains but they are apparent in the new graph he posted which indicates 477 rwtq.. nice try though..
10-16-2012, 09:26 PM
#43
TECH Enthusiast
http://www.gmhightechperformance.com...n/viewall.html
Thanks !
10-16-2012, 10:39 PM
#44
Anyone care to comment on the info in this link, in reference to the quoted comment above ?
http://www.gmhightechperformance.com...n/viewall.html
Thanks !
http://www.gmhightechperformance.com...n/viewall.html
Thanks !
10-17-2012, 03:07 PM
#46
I dont agree. and I'll explain why.
LS3 intake sucks. no way around it. and A LOT of guys spec cams for these heads and totally miss it.
MY setup is as fallows.
GMPP 6.0L block, stock bore
2007 LY6 rotating assembly, installed in said block.
flycut stock pistons .100" for intake and exhaust was already done cause of DOD piston.
L92's milled .070" to get compression up. Also a street port on heads, nothing crazy here.
Custom Spec Bullet Racing by Tony Bischoff from BES Racing Engines.
242/246 655 625 108 lsa Has some good lobe profiles from what I was told.
GMPP L92 single plane intake
Edelbrock Ultra low profile elbow
Holley 90MM TB.
M6 car
9", spool, 4.86 gears(no dyno queen here) with 28" slicks on dyno.
It made a touch over 500whp, making power all the way to the peak of 7500, and never really fell off till it hit rev limiter of 8200(yeah stock rods with ARP 2000's)
Yes its a rev happy little 6.0L. I street drove it, I drag raced the **** out of it with over 200 passes on it. Ran a best of 10.91 at 127 3820lb raceweight, so it backs up the dyno numbers it laid down.... and if not better after more tuning was done at the track.
I have out ran just about every 408 402 setup around here. I know one setup has Tick flow 235's, fast 102 intake, but cant run the ET mine does, and dyno's about the same.
I didnt really like the comparing LS3's with stock ls3 intake to a aftermarket cathedral port Trick flow 235 and 102mm. like apple's to oranges to me. I honestly think a L92 head really wants a single plane intake, I cant wait till my 6.0L finally dies so I can try out a Victor Jr L92 intake and a 4150 TB.
BUT Nice number none the less!
LS3 intake sucks. no way around it. and A LOT of guys spec cams for these heads and totally miss it.
MY setup is as fallows.
GMPP 6.0L block, stock bore
2007 LY6 rotating assembly, installed in said block.
flycut stock pistons .100" for intake and exhaust was already done cause of DOD piston.
L92's milled .070" to get compression up. Also a street port on heads, nothing crazy here.
Custom Spec Bullet Racing by Tony Bischoff from BES Racing Engines.
242/246 655 625 108 lsa Has some good lobe profiles from what I was told.
GMPP L92 single plane intake
Edelbrock Ultra low profile elbow
Holley 90MM TB.
M6 car
9", spool, 4.86 gears(no dyno queen here) with 28" slicks on dyno.
It made a touch over 500whp, making power all the way to the peak of 7500, and never really fell off till it hit rev limiter of 8200(yeah stock rods with ARP 2000's)
Yes its a rev happy little 6.0L. I street drove it, I drag raced the **** out of it with over 200 passes on it. Ran a best of 10.91 at 127 3820lb raceweight, so it backs up the dyno numbers it laid down.... and if not better after more tuning was done at the track.
I have out ran just about every 408 402 setup around here. I know one setup has Tick flow 235's, fast 102 intake, but cant run the ET mine does, and dyno's about the same.
I didnt really like the comparing LS3's with stock ls3 intake to a aftermarket cathedral port Trick flow 235 and 102mm. like apple's to oranges to me. I honestly think a L92 head really wants a single plane intake, I cant wait till my 6.0L finally dies so I can try out a Victor Jr L92 intake and a 4150 TB.
BUT Nice number none the less!
10-18-2012, 12:19 AM
#47
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10-18-2012, 11:41 AM
#48
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I could not disagree more. It's totally the heads. I have seen TFS 235 heads consistently pick up anywhere from 30-40 over stock or ported LS3 heads on 402-408 engines...every time. You L92 lovers have to understand that these heads are not ideal for a 4" bore. The big 2.165" intake valve is slammed right next to the chamber wall and cylinder bore. Might flow well at 28" of H2O but it does not make great power on a real running engine...not compared to a well designed cathedral port head. Ask Mike C. He's done the same exercise and had the same results. I had similar gains taking off L92 heads on my L76 engine and replacing them with AFR 230 heads.
10-22-2012, 09:35 PM
#52
** edit, apparently aluminum blocks can be bored *sometimes* this is still shakey on what you can and cant do, it all boils down to roll the dice and see
Last edited by Tainted; 11-29-2012 at 11:00 AM.
11-29-2012, 10:23 AM
#56
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Just thought I'd share a little update on this motor....here she is now sitting in my 1969 Chevelle frame. I'll post a new dyno sheet once RPM tunes it again just to continue the number arguement 
