I posted this in the "External Engine" thread since I'm looking for help with bolt ons, but no dice. So I thought I'de try it out here. Sorry if this is not the correct thread location for my questions.

I have an LS6 resleeved to 427ci. I'm begining to put together the top end with my refund and I need some help being pointed in the right direction. The car is a 6spd that will see 80/20 street/strip, dig/roll street races, DD whenever I feel like it, won't see any rain, unless I'm caught in it and be able to make 300 mile round trip road trips ie. TX2K10, Austin, San Antonio. The car will probably see 5-7k miles a year. I already have a 9" rearend w/ 4.11's, so I'm good there. I don't really care too much about stock driveability, and i don't mind working the clutch alot. I plan on the car being loud and mean.

Here's what I'm thinking of going with -

427 ci LS6 11.5 comp.
SD Tune
AFR 225's or 245's - would 245's be too big?
Jesel Shaft Rockers
Comp Cam LSR w/ their recommended spring kit
#1 - Dur. @ .050 I 247 / E 255 Lift @ .050 I & E 624 RPM range 2400-7k
#2 - Dur. @ .050 I 251 / E 259 Lift @ .050 I & E 624 RPM range 2600-7k
OR
Pat G custom cam
Electric water pump & Aluminum Radiator - already have
Kooks 1 7/8 dumped w/ e-cutouts & bullets - already have
F.A.S.T. 102mm Intake/TB - since they don't make the 92mm anymore
OR 102mm Intake w/ ported 9Xmm TB
maybe if I can pickup a used 92mm combo if the 102mm combo is too big

I've searched for similiar builds and it seems that with the other 427 stroked GenIII, that AFR 225's, F.A.S.T. 92mm combo, 1 7/8 LT's is the popular combo. I also see 402-408ci builds using 225-223cc heads, so that's why I'm considering AFR's 245's and the F.A.S.T. 102mm combo. Also, the car may see nitrous, but that's a year or two down the road. That's what I have in mind so far. I plan on calling and talking to AFR, Comp Cam and Pat G also for help. Perhaps they could even suggest an engine builder in the South TX area. As always, ANY help is greatly appreciated. I'm open to all/any suggestions. I can provide any extra info if needed.

Thanks, Aaron

 

I'm almost in the same boat. I have a 4.1" sleeved ls6 AKA 422. I'm looking for the best top end as well. I have a set of AFR205's which I'd love to use, but I'm not sure what that would do to the engine.

Look up LME in Houston.

 

damn how much was it to sleeve these blocks?? Might give me an idea for my ls1 since it's getting tired. I'd vote some 225's or 235's. I think 245 would be overkill. There are used 92/92's floating everywhere.

 

i hope you didnt sleeve an ls6 block. ls6 blocks get super weak if you mid aka wet sleeve them. ls1 blocks are much better to sleeve.

 

I called Darton the maker of the sleeves

and they want like $3500 for sleeves and Installation.

Look around for deals on a Good clean used LS7 Block

The world is using our LS series motors now which is helping to keep prices inflated

yeah the old supply and demand

I wish to hell they'd go back to bimmers & Benz's again

Bon

 

We sleeve the LS1 (2nd Gen), LS2, LS3, LS6 and LS7 using our Superdeck 1 sleeving system and it doesn't make the LS6 or any of the LS series any weaker after sleeving them. After we sleeve and machine them the LS6 is just as strong as our sleeved LS2 or LS1. Our design doesn't sacrifice the strength in it at all. Let us know if you are looking to do something like this with your LS6.

 

$3500 gooood lordy yeah not worth that, i could get a whole new block for that haha. thanks, i heard a bunch of people saying it was mad expensive just never looked into it. Goooodluck to the O.P. i'm sure it will be a beast!

 

I'd like to see some solid evidence on this.

Last time I heard sleeves will handle 2000hp+.

 

I can't speak for the MID stuff but i can tell you that we have sleeved a bunch of LS6 blocks over the years and pushed the heck out of them and they are just fine. Our pricing is a little different. If you send in your LS6 block to us we will sleeve it with our Superdeck system, deck it, hot tank it, stress relieve it, finish cylinder hone and align hone and bore. We also install a new set of doweled billet main caps plus a new set of ARP main studs all for only 2785.00. You can also bore these out to a 4.200 bore if you want to.

 

what kind of evidence do you want? call the experts that sleeve mid sleeves. theyll tell you. the ls6 block used better aluminum then the ls1. but the ls6 has alot more aluminum that isnt there compared to the ls1. im not saying that every sleeve will make it weaker. but an mid Darton wet sleeve will.

the sleeves are one thing, they can handle the abuse. its the block that im worried. call me over precatious.

 

^ more precations the better

 

There are lots of options out there now to make big cubes. I personally dont see the point of sleeving a block now. You can make what 440 out of a ls7? If you have to have aluminum. If you dont mine iron block lsx's are bigger than that.

 

I'd like to know the architectural design differences between a ls1 and ls6 block.

I'm not a lsx expert by any means that is why I want to learn!

 

As far as I can tell on 420ci+ builds, a bigger head is needed to take advantage of the bigger cubes. But I don't want to go too big, ie AFR 245, and hurt the bottom end

 

I started this thread because I am looking for some help with the top end of my motor, not the integrity of a sleeved block, or if it's out dated to sleeve a GenIII 'cause you can go bigger with LSWhatever blocks for the same money or less. For everyone's info, I want this combo to appear stock, ie. "yeah, its it just a big cam 5.7 LS1". Not obviousnes of a GenIV/LSX Block

 

Yeah but if you already have an LS1/6 block spend the $3.5k for sleeve and pistons and rods and you have yourself a 420+ c.i. basically brand new motor. If you already have parts for it your golden, instead of spending the $5-8k on an LS7 then make that even bigger.

This made me think a lot about doing this to mine in the future, i would think either a 225-235 head would be ideal depending on how big your cam is. I dont know if the Fast style intake would be able to keep up depending on how high you spin the motor, might want to think vic jr style intake and elbow but that kind of kills the big cam only appearance effect.

 

Trick flow 235's for the heads. I'd talk to a shop or someone you trust on the cam.

 

Yeah, I guess I'll be talking about the whole built to my engine builder I suppose. It's seems kinda hard to get any info/help here

 

which cam did you go with any numbers yet

 

y sleeve it when you can purchase an LS2 block with forged internals and stroked out to a 402, ARP studs and main caps for $3200 from CHP (Coast High Performance). they are very well known and have a good rep.