Darth, the issues with quite a few 706 heads cracking would make me shy away from them. 862 heads wouldnt be bad though with minimal work. Building an iron 5.7 out of the 5.3 has helped a few customers and friends to work an economical tow engine, a 383 would gain as well but adding over 1k to the total budget wasnt in the cards for quite a few.
I added 243s to my 2500hd. It helped.

 

Darth.... that'll give us a iron 402ci motor. Would you keep the factory camshaft in the stroker or go aftermarket? I would love to see the torque curve of a 402/408ci with the factory heads and cam.

 

Shoot me a link for harness?

 

With such small duration it wouldn't feed a 400+ci engine very well. Peak early and that's it.
But the 04-07 6.0s did get the larger ls1 camshaft. I have a spread sheet of "most" of the stock gm ls camshafts with their respective pns and durations/lsa. I can't post it on here, but its great for comparisons of the diff stock cams.
Im working on a valve spring one also.
Ive seen more broken springs and cracked heads on the gen3 truck engines than any other LS. They dont have the #7/8 ring land issue as much as say an ls1 does.

The tunes are the worst part. No reachable PE. Then the rate is horrible. Timing is very anemic. The inj have quite a fee issues but likely due to fuel quality and lack of maintenance. Not having an inline fuel filter on 03+ trucks doesnt help either.
Quite a few issues, but everyone i get a turn with gets the same treatment to start.

 

Interesting. Shoot me a link for harness?

The fans should basically be off while I'm cruising down the highway, correct? Mine for sure are not.

 

Correct. above 30mph they are off unless needed. the tune has to be set up for them but thats easy.

Will get link soon...have to add to site first lol

 

What I thought about doing was the 3.78 bore and 4� stroke for a 360. And yes. Stock 706 heads and cam

 

Yeah. I must not have typed it out well. Would not be a stroked 6.0 to a 402. I meant a 5.3 stroked to 6.0

 

Sorry I misunderstood you. Thought you was talking a all stroke 6.0 motor. We talking using a 5.3 block. I understand where you coming from now. I can't ever recall seeing someone do such a thing but it sounds real interesting.

 

Potential problem - I have my AC on all year round, even have it running when the heater is on. Makes it easier for me to breath - asthma. (Pretty happy about growing up with an indoor chain smoker) Will it still shut off at speed or does the AC command it on?

 

You may want to look at our TFS-30602001 . it's a 216/220 114. -10 degrees of overlap. You could advance it 2-4 degrees if you wish, but I think you'll find the valve timing events to be pretty close to what you're looking for. Lift is .560, so works with LS6 springs. Plus, you can find videos on it.

 

Darth.... I'm about to head into work. I'll chime back in at midnight. On the other hand do you think it'll be a night to day difference between a 4 inch crank in a 5.3 block vs a factory crank 6.0 ?

 

I can argue both ways on that, which is why I threw it out there. I'm not gonna build one any time soon, because I blew the money I could have used on other stuff. But I look at a regular 383, all stroke, vs big hammers 388, all bore, and I think they behave differently enough.

night and day? probably not. A bit of a torque band shift to the left for off idle and towing? probably. Maybe the difference between noon and 6pm? but if it makes torque off idle with less cam, maybe that helps the mileage some.

Only real reason I'd build it would be to do a one-off build nobody ever does. But I was curious on opinions

 

Forgot to mention turbochargers may/can (correctly implemented) improve highway mileage and I wouldn't have done a highway-long distance driver V8 swap without a turbo for that reason alone. We can centre (yes centre) the vehicle around the idea of high temperature -> efficiency -> mileage, automanufacturers already do this. But it seems like at the hobby level people disregard this aspect and go straight for output numbers over efficiency.

 

The airflow would be sufficient there anyway but with the ac on they should be on just like they would be with defrost on. Defrost turns ac on also whether straight defrost or defrost and floor.

 

Tusky, Darth...this is my plan for the 6.0l swapped dually i mentioned earlier in this thread...I planned on using one of those "Brand X" cheap, 4" stroke cast cranks...


I planned on using an old set of 241's I have laying around. Going with a Martin spec'd "torque" cam.

 

That sounds like a plan. I remember a couple years back when Martin was more active on tech he was doing some ‘sperimenting with torque builds. Esp with those 241 heads. He had said he had really good results on some 5.3’s even

 

Darth... do you think this setup will burn even more gas over s stock cube 6.0 ?

LQ block with stock bore but 4 inch crank
Stock truck intake
243 heads untouched with Ls6 springs
Long​​​​​​ tube headers (nothing big)
Small cam such as a 210/216
I​​​​​​ know stroke eats duration... so I'm thinking a 210 cam in a 402ci would be the same as a factory cam in a 364ci motor.

 

My S10 went from a 4.3 (180hp) 4l60e @14mpg to 17mpg, Swapped in LY6 with LSA supercharger LS9 cam and Tr6060 6spd E85 and now guess I should be in the 550hp range(crank hp) and get similar gas mileage. I'm not complaining lol

 

Those two extra gears makes a difference.