V6 to V8 swap results...
V6 to V8 swap results... I put down 230-240rwhp with the blown v6 a few months ago. Recently I swapped in a used LS1. ('98 with 85,000 miles.) Fresh rod and main bearings, no cleanup to journals or bearing holes. Re-used the stock rings after cleaning the rings and grooves, no clean-up hone.
Dyno'd the new setup at TEA on 8/28. Here's what I did to the engine:
ARP rod bolts and HS rockers, to support moving the rev limit up from 6200 to 6700.
TEA stage 1.5 heads. Stayed with 5.7 heads because the future plans include FI. The 5.3 heads would have made more power na, especially if I had gotten them milled, but the compression would be too much for the future setup. So unmilled 5.7 heads...
Blower/nitrous cam from Comp. 224/228/115 .581/.588
Works ok na, but really intended for FI later.
The 115lsa is a little wide for na.
MAC headers. (a used set that came cheap...)
Borla with e-cutout. When the cutout is open, the exhaust is still going over the axle and out behind the bumper.
LS6 intake. LS6 valley cover. Home ported tb. TSP lid.
Automatic. 3000 rpm TCI converter.
180 thermostat that actually runs at 200 degrees (in all conditions...) If I'd known, I would have bought a 160 thermostat. (the 180 thermostat for the v6 actually runs at a true 180, so I figured the v8 160 would be a little colder than what I wanted.) Didn't figure all this out until later.
HPtuners, primarily driveability tuning only. Two performance related items: copied high octane table to the low, increased the VE by 5% from 3000rpms and up. That's it...
Results:
368/332 cutout closed.
381/343 cutout open.
392/366 cutout open and converter locked.
Torque drops below 300 at 6000 rpms with the cutout closed.
That drop below 300 is delayed to 6500 rpms with the cutout open.
12.8-13.0 a/f ratio with cutout open.
Had a gradual dip from 12.8 to 12.5 in the middle of the pull with the cutout closed, with a gradual rise back to 12.8.
For a used setup (including the used rings and pistons), with stock compression, and a blower cam running na, I'm happy. It's a lot stronger than the blown v6 was.
And it still has room to grow... (FI)
Dyno'd the new setup at TEA on 8/28. Here's what I did to the engine:
ARP rod bolts and HS rockers, to support moving the rev limit up from 6200 to 6700.
TEA stage 1.5 heads. Stayed with 5.7 heads because the future plans include FI. The 5.3 heads would have made more power na, especially if I had gotten them milled, but the compression would be too much for the future setup. So unmilled 5.7 heads...
Blower/nitrous cam from Comp. 224/228/115 .581/.588
Works ok na, but really intended for FI later.
The 115lsa is a little wide for na.
MAC headers. (a used set that came cheap...)
Borla with e-cutout. When the cutout is open, the exhaust is still going over the axle and out behind the bumper.
LS6 intake. LS6 valley cover. Home ported tb. TSP lid.
Automatic. 3000 rpm TCI converter.
180 thermostat that actually runs at 200 degrees (in all conditions...) If I'd known, I would have bought a 160 thermostat. (the 180 thermostat for the v6 actually runs at a true 180, so I figured the v8 160 would be a little colder than what I wanted.) Didn't figure all this out until later.
HPtuners, primarily driveability tuning only. Two performance related items: copied high octane table to the low, increased the VE by 5% from 3000rpms and up. That's it...
Results:
368/332 cutout closed.
381/343 cutout open.
392/366 cutout open and converter locked.
Torque drops below 300 at 6000 rpms with the cutout closed.
That drop below 300 is delayed to 6500 rpms with the cutout open.
12.8-13.0 a/f ratio with cutout open.
Had a gradual dip from 12.8 to 12.5 in the middle of the pull with the cutout closed, with a gradual rise back to 12.8.
For a used setup (including the used rings and pistons), with stock compression, and a blower cam running na, I'm happy. It's a lot stronger than the blown v6 was.
And it still has room to grow... (FI) 
Oh yeah, and an underdrive pulley...
(which might be a problem later if I run a blower, unless I get one with a dedicated belt.)
edit - and another oh yeah... Z06 screened maf... and corresponding maf table. SLP bellows.
(full disclosure ya know
)
(which might be a problem later if I run a blower, unless I get one with a dedicated belt.)
edit - and another oh yeah... Z06 screened maf... and corresponding maf table. SLP bellows.
(full disclosure ya know
) Last edited by John_D.; Sep 10, 2004 at 09:57 AM.
I thought about it... But the cylinders were in good shape and the rings were in good shape... Didn't want to have to deal with the honing, oversize rings, greater clearance (although slight) around the pistons. Saw where GM was routinely replacing ring #2 on the oil suckers, and keeping #1 and the oil rings.
Doesn't seem that I'm getting any blowby. (no fast contamination of the oil, no oil in the pcv system.)
Maybe I got lucky?
Ran some 113mph traps at the strip today too.
Gotta work on those 60' times to get the et's where they belong though...
Doesn't seem that I'm getting any blowby. (no fast contamination of the oil, no oil in the pcv system.)
Maybe I got lucky?
Ran some 113mph traps at the strip today too.
Gotta work on those 60' times to get the et's where they belong though...
