370 LQ4 with LS3 top end
11-09-2011, 10:48 AM
#21
go for the ls3 top end!! you can make more power then ls6 heads..also if in the future you wanna stroke it? youl already have the heads for it! if u get near this power in the vid and add 150 shot itl be wicked!! id get a custom grind cam..Pat G and other sponsors her are awsome and can spec u a killer cam...
heres a pull with a 370 ported l92 heads..
http://www.youtube.com/watch?v=Ti0zoMlMonI
heres a pull with a 370 ported l92 heads..
http://www.youtube.com/watch?v=Ti0zoMlMonI
Last edited by allan808; 11-09-2011 at 10:59 AM.
11-09-2011, 10:05 PM
#24
TECH Regular
Thread Starter
iTrader: (9)
Join Date: Dec 2007
Location: Ohio
Posts: 460
Likes: 0
Received 0 Likes
on
0 Posts
go for the ls3 top end!! you can make more power then ls6 heads..also if in the future you wanna stroke it? youl already have the heads for it! if u get near this power in the vid and add 150 shot itl be wicked!! id get a custom grind cam..Pat G and other sponsors her are awsome and can spec u a killer cam...
heres a pull with a 370 ported l92 heads..
http://www.youtube.com/watch?v=Ti0zoMlMonI
heres a pull with a 370 ported l92 heads..
http://www.youtube.com/watch?v=Ti0zoMlMonI
I may have missed it, but what were your numbers man?
Car sounds wicked by the way. I went ahead and sent Patrick money today for a spec'd cam!! Here I come 500 whp
11-09-2011, 10:20 PM
#26
Mike C. was already in the tens w/full weight F-body and ported L92s on a
402 and switched to TF235s; he picked up like 3 tenths and 4mph plus better
streetability. It's all about port speed, since YES L92s flow alot of air however
engines need properly atomized fuel in the airstream to have an efficient BFSC
Never heard about the ly6....everything I have read states that the General
increased the LS2 four inch bore by .065" to unshroud the much larger 2.165"
intake valve. Picture the combustion chamber as an extension of the runner
only with a valve in the way. Without seeing a graph of that dyno (490/437)
I suspect the torque peak rpm and the HP peak are perhaps only 1500 or 1600
rpms apart whereas a properly sized cathedral head will have these points say
2000 apart. I prefer a broader power band since torque moves weight and
street cars are typically heavy. This OPs car will be fast anyways since he's
spraying it which spikes torque and can mask a large runner, but the TSP
post suggested a 250 cc runner LS3 and not a 265ish (stock) or 280 cc !!!!!
I'm not trying to start a poo flinging match...only sharing 25 yrs. of assembling
air pumps.
402 and switched to TF235s; he picked up like 3 tenths and 4mph plus better
streetability. It's all about port speed, since YES L92s flow alot of air however
engines need properly atomized fuel in the airstream to have an efficient BFSC
Never heard about the ly6....everything I have read states that the General
increased the LS2 four inch bore by .065" to unshroud the much larger 2.165"
intake valve. Picture the combustion chamber as an extension of the runner
only with a valve in the way. Without seeing a graph of that dyno (490/437)
I suspect the torque peak rpm and the HP peak are perhaps only 1500 or 1600
rpms apart whereas a properly sized cathedral head will have these points say
2000 apart. I prefer a broader power band since torque moves weight and
street cars are typically heavy. This OPs car will be fast anyways since he's
spraying it which spikes torque and can mask a large runner, but the TSP
post suggested a 250 cc runner LS3 and not a 265ish (stock) or 280 cc !!!!!
I'm not trying to start a poo flinging match...only sharing 25 yrs. of assembling
air pumps.
11-10-2011, 12:18 AM
#27
TECH Regular
Thread Starter
iTrader: (9)
Join Date: Dec 2007
Location: Ohio
Posts: 460
Likes: 0
Received 0 Likes
on
0 Posts
Mike C. was already in the tens w/full weight F-body and ported L92s on a
402 and switched to TF235s; he picked up like 3 tenths and 4mph plus better
streetability. It's all about port speed, since YES L92s flow alot of air however
engines need properly atomized fuel in the airstream to have an efficient BFSC
Never heard about the ly6....everything I have read states that the General
increased the LS2 four inch bore by .065" to unshroud the much larger 2.165"
intake valve. Picture the combustion chamber as an extension of the runner
only with a valve in the way. Without seeing a graph of that dyno (490/437)
I suspect the torque peak rpm and the HP peak are perhaps only 1500 or 1600
rpms apart whereas a properly sized cathedral head will have these points say
2000 apart. I prefer a broader power band since torque moves weight and
street cars are typically heavy. This OPs car will be fast anyways since he's
spraying it which spikes torque and can mask a large runner, but the TSP
post suggested a 250 cc runner LS3 and not a 265ish (stock) or 280 cc !!!!!
I'm not trying to start a poo flinging match...only sharing 25 yrs. of assembling
air pumps.
402 and switched to TF235s; he picked up like 3 tenths and 4mph plus better
streetability. It's all about port speed, since YES L92s flow alot of air however
engines need properly atomized fuel in the airstream to have an efficient BFSC
Never heard about the ly6....everything I have read states that the General
increased the LS2 four inch bore by .065" to unshroud the much larger 2.165"
intake valve. Picture the combustion chamber as an extension of the runner
only with a valve in the way. Without seeing a graph of that dyno (490/437)
I suspect the torque peak rpm and the HP peak are perhaps only 1500 or 1600
rpms apart whereas a properly sized cathedral head will have these points say
2000 apart. I prefer a broader power band since torque moves weight and
street cars are typically heavy. This OPs car will be fast anyways since he's
spraying it which spikes torque and can mask a large runner, but the TSP
post suggested a 250 cc runner LS3 and not a 265ish (stock) or 280 cc !!!!!
I'm not trying to start a poo flinging match...only sharing 25 yrs. of assembling
air pumps.
11-10-2011, 07:39 AM
#28
Mike C. was already in the tens w/full weight F-body and ported L92s on a
402 and switched to TF235s; he picked up like 3 tenths and 4mph plus better
streetability. It's all about port speed, since YES L92s flow alot of air however
engines need properly atomized fuel in the airstream to have an efficient BFSC
Never heard about the ly6....everything I have read states that the General
increased the LS2 four inch bore by .065" to unshroud the much larger 2.165"
intake valve. Picture the combustion chamber as an extension of the runner
only with a valve in the way. Without seeing a graph of that dyno (490/437)
I suspect the torque peak rpm and the HP peak are perhaps only 1500 or 1600
rpms apart whereas a properly sized cathedral head will have these points say
2000 apart. I prefer a broader power band since torque moves weight and
street cars are typically heavy. This OPs car will be fast anyways since he's
spraying it which spikes torque and can mask a large runner, but the TSP
post suggested a 250 cc runner LS3 and not a 265ish (stock) or 280 cc !!!!!
I'm not trying to start a poo flinging match...only sharing 25 yrs. of assembling
air pumps.
402 and switched to TF235s; he picked up like 3 tenths and 4mph plus better
streetability. It's all about port speed, since YES L92s flow alot of air however
engines need properly atomized fuel in the airstream to have an efficient BFSC
Never heard about the ly6....everything I have read states that the General
increased the LS2 four inch bore by .065" to unshroud the much larger 2.165"
intake valve. Picture the combustion chamber as an extension of the runner
only with a valve in the way. Without seeing a graph of that dyno (490/437)
I suspect the torque peak rpm and the HP peak are perhaps only 1500 or 1600
rpms apart whereas a properly sized cathedral head will have these points say
2000 apart. I prefer a broader power band since torque moves weight and
street cars are typically heavy. This OPs car will be fast anyways since he's
spraying it which spikes torque and can mask a large runner, but the TSP
post suggested a 250 cc runner LS3 and not a 265ish (stock) or 280 cc !!!!!
I'm not trying to start a poo flinging match...only sharing 25 yrs. of assembling
air pumps.
11-10-2011, 08:56 AM
#29
11-11-2011, 11:35 PM
#31
consider an aftermarket cathedral. When he asked about 243s, clearly I know
that stock they're no match but I assumed he'd have them CNC'd if he found
a set. I regret quoting that post as I was merely thinking cathedral.
02-29-2012, 11:52 PM
#38
TECH Enthusiast
Join Date: Jun 2010
Location: Illinois
Posts: 611
Likes: 0
Received 0 Likes
on
0 Posts
the ls3/l92 castings are a hell of a piece. shale targa is just trying to show that its all about air velocity and where the numbers really come in. a lot of times an aftermarket casting will see huge gains at .600+ lift whereas a stock (ported or cnc'd) casting could possibly see better flow at every point below the .600 lift .... if this were the case, the car would run a lot better on the street and could possibly post up better 1/4 times since the torque would get the car moving off the line quicker. it would also be a lot more fun on the street. to the OP, going with an ls3 top end leaves more room to grow into, IN MY OPINION. so me personally, i think you went the correct way and even better yet, you're getting a cam spec'd by a guy that does it for a living. I don't see why 500 rwhp wouldn't be hard for your setup
03-01-2012, 01:16 AM
#39
TECH Regular
Thread Starter
iTrader: (9)
Join Date: Dec 2007
Location: Ohio
Posts: 460
Likes: 0
Received 0 Likes
on
0 Posts
I changed my setup pretty good.
04 lq4 6.0 370
10:1 Mahle l92 pistons
ls3 heads-ported and milled by Rick Crawford. .050 mill
.040" head gasket
Pat G 235/243 .621/.624 110+4 lsa
Ported Victor Jr
Holley 950HP
ATI 25% underdrive
No powersteering
She should rip
04 lq4 6.0 370
10:1 Mahle l92 pistons
ls3 heads-ported and milled by Rick Crawford. .050 mill
.040" head gasket
Pat G 235/243 .621/.624 110+4 lsa
Ported Victor Jr
Holley 950HP
ATI 25% underdrive
No powersteering
She should rip
03-01-2012, 05:13 AM
#40
all depends on your budget. that g6x3 cam is proven. i ran prc heads and a g6x3 in my 6 speed c5 frc.3300lbs stock 6.2l l92 bottomend 10.5:1 compression ran 10.90@ 128mph 4 passes in a row with 1.57 60ft had more in.