vmapper

iTrader: (8)

My personal car is a CTS-V (Gen I) with the LS6. (wish it was LS2) wish many things.. but what can you do...

Currently have a D-1SC on it with a few bolt ons.
Lets go full tilt.

Build I had in mind:
-LS6 347 - use existing block ~30,000miles
-Diamond 11503 -8.6cc / Total Seal rings
-Manley 6.125 H rods / ARP2000
-clevite bearings
-stock crank
-Brute Blower Cam 281/289(duration @ 0.06 - used for DCR calculations) LSA115
-Advanced Induction 226cc work on LS6 heads - 65cc finish
-Patriot Extreme springs
-stock valves
-LS7 lifters / LS2 trays / comp pushrods(required length)
-LS2 timing chain
-MLS 0.041" 3.910 bore gaskets - reduced quench
-ARP Head Studs -12point
-ATI damper w/(custom ASP 8" crank blower pulley) - 3.4" head (slightly over max impeller @6600rpm)
-FAST 92mm intake / LS2 90mm ported throttle
-twin WSS340 pumps (one on hobbs trigger)
-61 Seimens(Deka) flowmatched
-Kennebell BAP on hand as well
-Fuelab FPR - return line (-6 feed / -6 return)
-Alky Meth injection
-OBX 1-7/8" LT. with High flow cats
-LS9x clutch
-D-1SC is front mount intercooled
-SD tune

This would give a Static Compression of 9.831 / dynamic compression of 7.215 -- IS this correct? (seems a tad low)
(using ICA of 74.5 - Advertised Intake Duration 281 / Advertised Exhaust Duration 289 / LSA 115 Intake Lobe Centerline- 114 as the program dictates)


Thoughts to drop in 4" crank (383)?
Are the heads sufficient?
Compression can easily be adjusted by A.I. based on what chamber cc is left after the cnc porting, is the above sufficient?

The Alchemist

iTrader: (19)

The attached thumbnail has the wrong stroke in there. Ours is 3.622 if memory serves me.

vmapper

iTrader: (8)

Thanks for the reply.
The 3.622 would be used if determining Static compression, the physical stroke of a stock crank(yes - you are correct), but the attachment is for dynamic compression using cam specs to determine dynamic stroke pending I have the proper BTDC of 74.5° and a 55° overlap
value of 3.622 was used to determine SCR of 9.831.

I calculated the Piston to Deck clearance by the math:
9.240" (block height) - (3.622(stroke) /2 + 6.125"(rod) = 1.304.
Piston to Deck Clearance = 1.304 - 1.310(Piston C.D.)
Piston to deck clearance = -0.006 (sticking out of the hole since its negative)

I8UR4RD

iTrader: (16)

no criticism at all, but the tune will be the only thing that could fail this setup as far as I see it. I also, did not see you listing a catch can, or anything abont the pcv, or unblocking the vents on the heads. so i guess things to add to really finish it off nice

1. Kurt Urban Vapor Collection System- $200
2. Rx Catch Can- 170-200

keep it cool!

kyoytey1693

iTrader: (7)

The throttle body and intake seem small to me if you are going full tilt. Injectors are probably a little on the small side too. Probably have a really high DC if you dont run out before hand...

Also, I dont think you will need the BAP if you run 2 pumps and 1 on a hobbs switch.

vmapper

iTrader: (8)

Ah yes, sorry, I do have a TWO type catch can on there already for PCV setup as seen here:
Dual Catch Can

Im going to look at this Kurt Urban Vapor system...thanks.
As for the tune... thats my specialty no problems there...

vmapper

iTrader: (8)

I was waiting to hear the injector comment, I know they are a tad small...no problem to upgrade if need be. Ill keep eye on the IDC for sure.

You think a 102mm FAST intake would be better?
The ported 90mm throttle is roughly 1200cfm not enough?

I appreciate the comments!
Overall, thus far, no problems with compression choice? Head choice? stick with the 347?

TheLS1Lover

Me Gusta. The KUP kit is ****.

90mm is like 3 1/2" isn't it? Why up the Throttle Body without upping cold side size. You going to be at TRP tomorrow?

And yeah. Bigger injectors, at least 80lb'ers.

vmapper

iTrader: (8)

Throttle 92mm so yea approx 3.5"


Posted from LS1Tech.com App for Android

kyoytey1693

iTrader: (7)

Well I cant validate my opinion with a personal experience on the intake and tb but my logic is that I see the NA guys doing it all the time and making great power so it seems to reason that this would benefit the procharger as well. Especially when he gets tired of it and wants more boost cause we all know how that happens... Or at least it does to me. I have a feeling that the 92 would become a restriction to a D1 at some point. Of course I agree with upping the cold side as well.

I have always wondered if my 92 was a point of restriction in the upper RPM's. I wish I would have thought about it when it was on the dyno. I would have at least pulled the tube and filter in front of it to see if it changed anything. To me it seems like the procharger will benefit from a larger intake and tb. I'm willing to be proven wrong though.

vmapper

iTrader: (8)

80+ # injectors I can see being a requirement. Ill probably end up changing them out.

Ripping through an additional 1700 to make a 102mm/102mm throttle/intake/fuel rail to work, interesting to see how much benefit there is.
A 408 w F-1A which was done by Bob B. (former EPP) on Bob J.s vehicle... managed some huge dyno numbers (860rwhp mustang dyno) and only runs the 92mm stuff.
Ill keep my current setup as the intake stuff I already have (92mm stuff), so its not entirely 'full tilt' - sorry all. Its an easy change in the future after all is done to test the differences.

So far, I like the discussion!
Thanks everyone!

itsslow98

iTrader: (18)

I take it the rear end has already been built? Id personally ditch the 243s and go with an aftermarket setup like TFS.

Bob@BruteSpeed

iTrader: (16)

http://s478.photobucket.com/albums/r...sCTS-V-117.jpg

The above link is to (skydiver) 's 2005 CTS-V. We used a FAST 92 intake with AFR 225 off the shelf heads. Pulled the LS6 out to save it and we started with a new LS2 block and added a 4.0 stroke Callies crankshaft. With our blower cam it made 864 rwhp at only 12.4 psi of boost on a Mustang Chassis Dyno. The dyno sheet can be found at the link here. http://shop.brutespeed.com/Brute-Spe...d-Camshaft.htm Bob

Bob@BruteSpeed

iTrader: (16)

http://www.gmhightechperformance.com...v/viewall.html

Here is more info on this build, in case you're interested. Bob

vmapper

iTrader: (8)

Bob, your recommendation of head choice for this 347 d1sc build using the brute blower cam?


Posted from LS1Tech.com App for Android

TheLS1Lover

IMO 243s wouldx workbut the deck is not ideal. Something with a 1/2"+ deck is best. As well as LS9 Headgaskets.

Bob@BruteSpeed

iTrader: (16)

AFR 230's with a 72cc chamber, or a similar Trickflow or Mast head. The thicker .75 deck helps to keep the heads from lifting at higher boost levels. Bob

dschmittie1

iTrader: (64)

I see no reason the Fast92 and 90mmTB would be a problem. Considering MightyMouse went 8.4 with a ls6 intake and stock 78mm TB.

Infact I still have a stock 78mm TB on my VicJR set up that has gone 9.5 with my old 347 and should go alot faster this year.

Remember you are forcing the air though the TB and intake. So a small intake and TB can be worked around unlike a NA set up

kyoytey1693

iTrader: (7)

Good point. I didn't look at it that way. I guess the only noticeable benefits with the 102 might be quicker throttle response until you really got into the boost?

vmapper

iTrader: (8)

Is a main cap girdle required? no one has mentioned...