Supercharged LS6 limits?
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Teching In
Joined: May 2007
Posts: 6
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From: Fort Rucker, Alabama
Supercharged LS6 limits? Quick question: how much PSI/Horsepower do you think a stock LS6 could handle while using a procharger kit?
I am interested in a kit that can run 10PSI which should give around 550 RWHP. Would that be too much for stock LS6 internals?
I am interested in a kit that can run 10PSI which should give around 550 RWHP. Would that be too much for stock LS6 internals?
Rod bolts are the weakest link in your motor. So like mentioned above arp rod bolts is the way to go. Plenty of guys running single turbos with a decent amount of boost with just swapping rod bolts...
if you are gonna run boost you are best to upgrade your oil pump as well to supply the pistons and crank with plenty of oil, but running 10+ pounds of boost doesnt last long on those shitty hypertonic pistons.
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Weakest link..... pistons.. the #7 to be exact. This is the first to go. I had a friend break the ringland off and seen it before on others.
My buddy is running 11psi on an 01 stock bottom end and it's holding. Making right at 600 to the wheels. Has 317 heads to drop the compression down to around ~9.5:1
My buddy is running 11psi on an 01 stock bottom end and it's holding. Making right at 600 to the wheels. Has 317 heads to drop the compression down to around ~9.5:1
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hypereutectic is the word you are looking for... meaning a metallic alloy which has a composition beyond the eutectic point.
Not sure about what you mean by shitty. hypereutectic's are used in the LSA engines as well... seem to do well, probably due to the oil squirters. Forge can take more abuse, and refrain from exposing a crappy tuner /engine builder
In any event. 10psi with a GOOD tune is the limit I would take a stock LS6 engine.... what ever hp that will yield you, depends on several things.
One being how the boost is derived. A centrifugal air intercooled would have no problem, remembering the 10psi is only at top rpm. 10psi from a MP122 or some roots would have IAT heat issues and high boost through the TQ curve introducing pressures on the block components, per-detionation and ultimately ring land issues (7 is common due to the design of the LS intakes) or bolts letting go.
Too much emphasis is being put on rod bolts with cylinder pressure. The rod bolts see so much more stress via higher RPM vs. more cylinder pressure. Basically the pistons are the weak link. Put on 317's to reduce SCR and you can run 10psi "safer" than with stock heads.
TECH Resident
Joined: Jan 2009
Posts: 873
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From: oakland, ca
^ I agree with black00ssfl, sell or trade the 243s for a set of 317s. This will help the motor live a little longer. I would also invest in a good methenol kit, and seek out a reputable tuner. 10# is also the max i would run. However some have been able to make theirs live under more stressful conditions.
thought id add my own
9psi for now with a rich (at WOT 10.5 AFR at times) and unfinished tune. large 31" bar and plate intercooler, custom AEM water/meth kit kicking on at 7psi (simple pressure switch full on) and rear mounted.
stock 98 LS1 with bolts ons and a T76 pumping at it. get about 4-5ish PSI on initial boost at 3000-3200ish and then it just builds from there.
got some 317s laying in wait while I wait to get a larger custom cam kit in it.
gotta get the tune finalized and then ill turn up the boos to 12psi
9psi for now with a rich (at WOT 10.5 AFR at times) and unfinished tune. large 31" bar and plate intercooler, custom AEM water/meth kit kicking on at 7psi (simple pressure switch full on) and rear mounted.
stock 98 LS1 with bolts ons and a T76 pumping at it. get about 4-5ish PSI on initial boost at 3000-3200ish and then it just builds from there.
got some 317s laying in wait while I wait to get a larger custom cam kit in it.
gotta get the tune finalized and then ill turn up the boos to 12psi
