Planning CA legal LS1 build
#62
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#63
It's not weird, but not really practical. Items like a camshaft are the same price whether you go wild (not smog legal) to mild. You really have very little to gain with the large investment of money. If you want big power and still remain smog legal, you need a larger cube engine. The E-rod is the ticket for CA or else you might end up with a product and does what you want, but flags at the smog check...wouldn't that suck.
#64
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It's not weird, but not really practical. Items like a camshaft are the same price whether you go wild (not smog legal) to mild. You really have very little to gain with the large investment of money. If you want big power and still remain smog legal, you need a larger cube engine. The E-rod is the ticket for CA or else you might end up with a product and does what you want, but flags at the smog check...wouldn't that suck.
#65
For the money I agree, but you won't hit the LS3 power levels and still be CA smog compliant. You basically are limited with the LS1 if you have to pass smog.
#66
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Why not? The LS6 hit 405 horsepower. I would be using better flowing heads, bigger cam, better flowing intake and better flowing exhaust. I would hit close to the LS3 EROD if not more power.
#67
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I think he means cost benefit on doing AFR heads vs a 383 (or similar) stroker... you will be ahead if you go 383 with stock heads vs afr heads on a stock lower end. I'm just assuming thats what he meant anyways. Seems logical to me. No replacement for displacement.
#68
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Yea LOL I hate the SMOG controls in this state... BUT we can run track days all year long pretty much with great weather.
I think he means cost benefit on doing AFR heads vs a 383 (or similar) stroker... you will be ahead if you go 383 with stock heads vs afr heads on a stock lower end. I'm just assuming thats what he meant anyways. Seems logical to me. No replacement for displacement.
I think he means cost benefit on doing AFR heads vs a 383 (or similar) stroker... you will be ahead if you go 383 with stock heads vs afr heads on a stock lower end. I'm just assuming thats what he meant anyways. Seems logical to me. No replacement for displacement.
#69
I have a feeling this is why GM started upping the Cubes...They couldn't make the power and still be SMOG legal. Why else would they go 5.7, drop it for a 6.0, than drop it again for the 6.2 when the HP was only 20 more than the Z06 LS6? Why would you change tooling and castings if it can be done easily with the 5.7?
#70
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I know AFR 205/210 are carb legal ,great heads . extra cubes are good to ,and the longer stroke make it easier for a after market cam to pass .I feel it is cheaper to build a ls383 with ported legal casting number heads ,then to install afr heads on a stock GM ls1 stock block.
#71
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A bigger cam is what will kill your smog goal. In a max effort attempt (still within CARB), I would be interested in what you can achieve.
I have a feeling this is why GM started upping the Cubes...They couldn't make the power and still be SMOG legal. Why else would they go 5.7, drop it for a 6.0, than drop it again for the 6.2 when the HP was only 20 more than the Z06 LS6? Why would you change tooling and castings if it can be done easily with the 5.7?
I have a feeling this is why GM started upping the Cubes...They couldn't make the power and still be SMOG legal. Why else would they go 5.7, drop it for a 6.0, than drop it again for the 6.2 when the HP was only 20 more than the Z06 LS6? Why would you change tooling and castings if it can be done easily with the 5.7?
The Tick Performance cam has more lift and duration than the LS6 cam and is designed to be smog legal.
I know you can make more power with more cubes. I'm not trying to make max power, I'm wanting to make more power than an LS6 while using the stock bottom end and staying N/A.
#73
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With the milled AFR 210s you can see around 400rwhp. IMO, you'll still see gains with a FAST 92 intake which an easily fitted with the egr, but I'd suggest you at least paint the red logo black or dremel it down an smooth it.
As far as the split on the tick cam it's not to much, but probably more than really needed with the AFR heads.
As far as the split on the tick cam it's not to much, but probably more than really needed with the AFR heads.
#75
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I decided the Tick smog cam. It would be easier to swap the manifold out than a cam.
#77
Lol
It's crazy looking bk in year 2024. How people was so misinformation on the high 4 digits HP TQ numbers theses early and later LS motors are well at. I was the 1st to put a full weight true stock tq arm suspension 02 Camaro in the 80s, 5.80s bk when people were saying a max effort cam and loose converters was to big. On a sbe even with OEM factory fasterns bolts I've made well over a grand HP. On nitrous with no progressive system. Gen 3, 4 LS are some of the most reliable and toughest Factory OEM motors any car manufacturer have Eva made. From factory 6 bolt main cap with 2 cross drill side bolts to stop the crank from walking to deep skirted bottom end design to factory heads that flow big block numbers. But it's lol to look bk and see the total lack of knowledge and confidence in GM Ls platform even by or own GM people.
#78
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John Salary Jr…where are you in Ga?