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Recently my Uncle ( Billws6 on here) passed away, and his beloved Ws6 was entrusted to me in his will.
I grew up helping him mod it and even sat in the car with him down the 1320 when I was a kid. The car means a great great deal to me and basically represents my whole childhood.
My questions are about the motor. My uncle was looking to get it retuned with modern software. I am going to follow those wishes for him.
I come from an import tuning background (Subaru) so I’m no stranger to the tuning process and jargon.
With that being said…in 2005 the car dyno’d at LPE at 485whp/480wtq on their 530hp crank 427 kit.
Wondering if with modern tuning technology I can expect more hp out of it. Thinking about hptuners. Right now she was tuned on LS1 Edit
Build List: POWER PLANT:
Custom Lingenfelter 7.0 L (427 cubic inch) LS6 Darton modular sleeve assemblies ARP 8740 premium grade head studs Lingenfelter CNC ported and polished 243 casting LS6 cylinder heads 2.100” Stainless steel intake valves 1.57" Stainless steel exhaust valves Three angle valve job, correct setting of spring tensions Comp Cams valve springs and titanium retainers, 10 degree locks and valve stem seals Custom designed G-11 LPE hydraulic roller camshaft 215/231 Duration - 631 Lift intake - 644 Exhaust - 118 Centerline Custom JE forged aluminum pistons Custom Callies 4340 forged steel crankshaft - 4.00" stroke Manley fully machined 4340 forged steel connecting rods - 6.125" long Comp Cams Chromoly 5/16 7.400 Pushrods Computer balanced rotating assembly Hi Volume oil pump Fluidyne underdrive pulley w/ Goodyear Belt SFI Rated Fluid Dampener 50 lb high flow fuel injectors NGK TR55 Iridium IX Spark Plugs Magnecor 8.5mm performance wires Heat Resistant Wire Socks Lingenfelter testing and tuning LS1 Edit and AutoTap Software
INTAKE & COOLING SYSYEM:
FAST Technology LSX 90 MM intake manifold 90 MM throttle body Low restriction Air Whisper Lid and K&N air filter Be Cool Aluminum Big Block Crossflow radiator with transmission cooler Unrestricted Ram Air mod EGR modification 160 degree thermostat Throttle body by-pass SLP Manual Fan Switch
EXHAUST SYSYEM:
KOOKS Long Tube Race Stepped Headers (1 3/4 to 1 7/8 to 3 inch outlet) KOOKS High Flow Catalytic Converters Corsa stainless steel 3 inch cat-back exhaust system
TRANSMISSION:
Rossler Performance Terminator 3 - Heavy Duty Transmission with 4L65 hardened shaft Modified Lube Circuit, Modified pump to HP specs. Installed high RPM pump slide spring, Modified input drum (prevents input drum breakage at spline area), Installed HP 3-4 9/clutch pack, Installed Ross/lock™ ¾ clutch kit (20% more surface area than normal HP 9 clutch kits), HP reinforced mounting lugs 2nd gear, Band 18% (more holding power than normal HP type bands), Modified bearing kit-ring gear support hub (eliminates brass washer wear), Installed Heavy Duty sun gear shell (prevents breakage at spline), Reprogrammed valve body Ross/Lock ™, Installed Corvette type 2nd gear Servo kit, 4th gear billet servo kit, 2nd Gen. Sprag kit, 13 vain pump rotor, and Turbulator ™ steels where applicable Yank Super Sport 3200 Stall Converter 245mm, Stall speed 3200 Posi Lock-Up Clutch w/Kevlar Linings, lightweight billet cover TCI - Dual bolt pattern, 168 tooth (1500 HP) SFI rated Flex plate Hughes Performance cast aluminum deep transmission pan
DRIVE TRAIN:
Series 3 Moser 12 Bolt Rear with girdle and 33 spline axels Eaton limited slip posi Richmond 3.73 gears Denny’s Nitrous Ready Drive Shaft w/1350 series transmission slip yoke and solid body U-joints BMR Drive Shaft Safety Loop
SUSPENSION:
Spohn Adjustable Tubular Polyurethane Ended Trailing (Lower Control) Arms Spohn Adjustable Tubular Polyurethane Ended Panhard Bar Energy Suspension Polyurethane Transmission and Torque Arm mounts Prothane Motion Control Polyurethane Motor mounts and bushings Competition Engineering 3-way adjustable drag shocks (rear), BMR adjustable Torque Arm Kenny Brown Double Diamond Subframe connectors
Sorry to hear for your loss, but it sounds like your uncle put his baby in good hands. This isn’t the best section to post but HP Tuners will do everything you need it to do and you will find the greatest number of competent tuners using it on their chassis Dynos. If you are able to find the original receipts, you will find the cylinder head technology is better and certainly better intakes and exhaust systems are more common. Cam technology has progressed as well but it’s hard to say if it’s worth swapping without knowing what is in it to begin with. Lingenfelter cars are likely to go up in value if they are taken care of and they know their stuff. It’s worth a call to consult with them if you want to make updates.
Sorry for your loss, but congrats on a hell of a car!
Its possible to get more power, but it may not justify the cost of getting it on a dyno for 10-15 HP? Especially if there aren't any issues at the moment with driveability and such?
485 to the ground in a 530 crankhp engine s a good number if you consider drivetrain loss . You are either making more the 530 at the crank or you only have 8.5% loss through your drivetrain.
This also depends on the tuner as some play conservative, while others push things further depending on the purpose of the car. All depends on what you want to do though.
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LPE 427 ‘00 WS6 Numbers 
