Engine Dyno - Destroked 6.0 333ci, TFS 255 LS3's, 12.5:1, 620HP, 8000RPM
#1
Destroked 6.0 333ci, TFS LS3's, 12.5:1, 8400RPM *Updated 1st post, now turboed*
Thought I would post this up to show some results with the TFS 255s on a small engine. This is the new setup for this year, made 622hp/445tq at the crank, peaking power at 7600. Not a torque monster by any means with the big heads, short runners, and small cubes, but the curve is great, 415 lb ft+ from 4000-7700. Should feel way stronger than last years setup. Plus boost of course, I will be shooting for 1250rwhp on 23-25psi.
Last year it was 9.5:1 with stock LS3 heads and intake manifold, and made 500hp/435tq crank. It did 995hp/800tq on 16psi with a PT8847. This year it will have twin billet 6468's, should be a fun and efficient combo! All of these numbers are on E85 by the way.
Here's the specs of the new build:
333ci 12.5:1 Compression
6.0 Block 4.030"
4.8 Crank 3.268"
Callies Compstar 6.300" H beams
Wiseco 12cc Domed pistons
TFS 255 GenX LS3 heads with REV Hollow stem intake, Inconel ex valves
TPIS short runner sheetmetal intake, with 90mm TB
Morel 5274 Linkbar lifters
7.700" 3/8" .135 wall pushrods
Stock LS3 rockers with Comp Trunions
Custom Comp cam I spec'd; 233/237 .664"/.640" 112+2
Cometic MLX headgaskets
ARP CA625+ headstuds
*UPDATE*
Finally got it running and dynoed with the twins on it. It made 1070RWHP at 20psi with 17.5° of timing. It has a fuel pressure issue up top, one of the three pumps may be going out, or its a fuel pick up issue. I have to get that sorted out, and also get the larger 50mm wastegates installed. Twin Turbosmart 40's are not enough to control it, on this dyno run, the boost starts at 17 and creeps upto 20 by the end of the pull. So once those two issues are taken care of, I will get back to turning it up!
Other than that it runs great! The compression bump over the last setup is definitely noticeable out of boost, it drives like stock down low and gets in to boost pretty smoothly by 4500, and pulls hard to 8400.
Last year it was 9.5:1 with stock LS3 heads and intake manifold, and made 500hp/435tq crank. It did 995hp/800tq on 16psi with a PT8847. This year it will have twin billet 6468's, should be a fun and efficient combo! All of these numbers are on E85 by the way.
Here's the specs of the new build:
333ci 12.5:1 Compression
6.0 Block 4.030"
4.8 Crank 3.268"
Callies Compstar 6.300" H beams
Wiseco 12cc Domed pistons
TFS 255 GenX LS3 heads with REV Hollow stem intake, Inconel ex valves
TPIS short runner sheetmetal intake, with 90mm TB
Morel 5274 Linkbar lifters
7.700" 3/8" .135 wall pushrods
Stock LS3 rockers with Comp Trunions
Custom Comp cam I spec'd; 233/237 .664"/.640" 112+2
Cometic MLX headgaskets
ARP CA625+ headstuds
*UPDATE*
Finally got it running and dynoed with the twins on it. It made 1070RWHP at 20psi with 17.5° of timing. It has a fuel pressure issue up top, one of the three pumps may be going out, or its a fuel pick up issue. I have to get that sorted out, and also get the larger 50mm wastegates installed. Twin Turbosmart 40's are not enough to control it, on this dyno run, the boost starts at 17 and creeps upto 20 by the end of the pull. So once those two issues are taken care of, I will get back to turning it up!
Other than that it runs great! The compression bump over the last setup is definitely noticeable out of boost, it drives like stock down low and gets in to boost pretty smoothly by 4500, and pulls hard to 8400.
Last edited by Jakson; 07-22-2015 at 12:04 PM.
#2
TECH Addict
Bad ***! Where's the graph?
I've always wanted to do one of these in a Gen 3 (1989-1992) with a T56 and an IRS. Would make an awesome road course car. Someday. Keep the updates coming.
I've always wanted to do one of these in a Gen 3 (1989-1992) with a T56 and an IRS. Would make an awesome road course car. Someday. Keep the updates coming.
Last edited by hrcslam; 07-03-2014 at 05:42 PM.
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#9
I am guessing its because he is running E85
#15
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For those that missed it...GM HT did a nice article on Jakson and his endeavors a month or two ago. Can't wait to see what the upgrades will bring. Congrats Jakson!
#20
FormerVendor
iTrader: (3)
To make numbers like this you have to turn it. Torque has to sustain far enough into the RPM range to put up these kinds of numbers.
Induction length has to be shorter than what an OEM set-up would have, you need a lot more area in the cylinder head, more area in the intake manifold runner, and port shape is critical at higher RPM's. Jakson's intake was most likely designed with all of this in mind. Unless they just had it sitting around. Giving the engine enough area at the runner entry of the intake manifold and exit is very important in making these kinds of numbers. As is the length of the intake runner. Plenum area is also very important for power production and engine acceleration.
You will also need more curtain area than a lower RPM combination. That means lift the valve further. The valve is the largest restriction in the intake and exhaust port. The further it is lifted and the more curtain area obtained the more power potential available at higher RPM due to a decreased amount of restriction.
These are just a few things needed to do what Jakson did.