Road race/steet engine. Need 345 rwhp. 5.7 or 5.3?
#81
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I wouldn't use any camshaft with stock manifolds, or shorties that had more than -6 degrees of overlap@.050 on a LS1 engine. Any more than this will create a very large loss in torque under 3500-4000rpm due to the manifolds and shorty headers inability to scavenge spent exhaust gasses and pull fresh intake charge into the cylinder during the overlap event. Thus the longer the overlap event is with these style exhaust systems, the more power will be lost until piston speed can start to create enough depression in the cylinder to bring the engine into tune.
Ok, I'll use a stock cam and LT's.
Would you guys recommend LS6 springs because of the rpm I want to spin to?
#82
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You are going to want some good springs, Brian Tooley Racing Platinum dual springs being the most preferred, but PAC 1218 or even Comp 918 springs are better than the LS6 springs.
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Following this as I've been intrigued by the class and it is an interesting topic.
My '00 C5 did 340 rwhp upper 330s rwtq (wish I could find the graph) on a LS6 intake, blackwing air filter, stock airbridge, ported stock TB, TPIS LTs with stock cats, stock mufflers. A late C5 LS1 or '04 GTO would likely get you the preferred LS6 block/intake getting you in the ballpark. If needed you could restrict the motor with a LS1 intake. I agree with getting the 1.75" primary LTs as it would increase torque across the band.
My '00 C5 did 340 rwhp upper 330s rwtq (wish I could find the graph) on a LS6 intake, blackwing air filter, stock airbridge, ported stock TB, TPIS LTs with stock cats, stock mufflers. A late C5 LS1 or '04 GTO would likely get you the preferred LS6 block/intake getting you in the ballpark. If needed you could restrict the motor with a LS1 intake. I agree with getting the 1.75" primary LTs as it would increase torque across the band.
Last edited by 93Polo; 04-01-2016 at 04:02 PM.
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Which valvetrain was installed into the latter 243 heads on the '01 & '02 f body LS1s??
Was it the basic, standard, same as the earlier 241 casting; valves/springs, etc., or did they get the FULL LS6 (lighter/sodium filled) valve/spring treatment??
Was it the basic, standard, same as the earlier 241 casting; valves/springs, etc., or did they get the FULL LS6 (lighter/sodium filled) valve/spring treatment??
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I wouldn't use any camshaft with stock manifolds, or shorties that had more than -6 degrees of overlap@.050 on a LS1 engine. Any more than this will create a very large loss in torque under 3500-4000rpm due to the manifolds and shorty headers inability to scavenge spent exhaust gasses and pull fresh intake charge into the cylinder during the overlap event. Thus the longer the overlap event is with these style exhaust systems, the more power will be lost until piston speed can start to create enough depression in the cylinder to bring the engine into tune.
Which cam would you run with the stock, un-ported 241s, if you HAD TO run a stock iron manifold, or tubular shortie header, and did NOT want to give up that lower to middle torque band??
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I thought people would be jumping all over this question. I'm interested as well.
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243 never went into a factory F body.
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241's were the later ls1 casting. 243's were ls6.
The ls6 springs we're made to control lighter valves at high rpm than what the ls1 has. I would go with a better beehive spring.
The ls6 cam also accepts 1.8 rockers really nicely too.
The ls6 springs we're made to control lighter valves at high rpm than what the ls1 has. I would go with a better beehive spring.
The ls6 cam also accepts 1.8 rockers really nicely too.
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Somehow I always thought that the latter '01-'02 f bodies got the 243 heads from the Z06 along with the LS6 intake? ![Icon Confused](https://ls1tech.com/forums/images/smilies2/icon_confused.gif)
Did they get the LS6 block, along with it's intake, but NOT the LS6 heads???
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Did they get the LS6 block, along with it's intake, but NOT the LS6 heads???
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https://ls1tech.com/forums/generatio...ck-f-body.html
https://ls1tech.com/forums/new-ls1-o...ls6-block.html
JRP (wrote many of the FAQs used for years here) posts that all 01-02 F-bodies had the LS6 intake:
https://ls1tech.com/forums/generatio...our-fbody.html
Last edited by 93Polo; 04-02-2016 at 11:21 PM.
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In your opinion, does the LS6 cam, when used with either LS6, or other mild springs (Comp 918s/PAC 1218, etc.), and a 241 head, come under the above rule?
Which cam would you run with the stock, un-ported 241s, if you HAD TO run a stock iron manifold, or tubular shortie header, and did NOT want to give up that lower to middle torque band??
Which cam would you run with the stock, un-ported 241s, if you HAD TO run a stock iron manifold, or tubular shortie header, and did NOT want to give up that lower to middle torque band??
How do they measure your power output?
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LS6 cam would work because it has very little seat to seat overlap and it has large amounts of negative overlap @.050. I would use a PAC 1218 drop in spring to give you a little bit more seated and open spring pressure so you can rev the engine past 6500rpm if you needed while racing.
How do they measure your power output?
How do they measure your power output?
How much of a difference between the two options? Because to me, the 2nd option is a lot cheaper. Is the difference in mid range torque worth the difference in price?
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LS6 cam would work because it has very little seat to seat overlap and it has large amounts of negative overlap @.050. I would use a PAC 1218 drop in spring to give you a little bit more seated and open spring pressure so you can rev the engine past 6500rpm if you needed while racing.
How do they measure your power output?
How do they measure your power output?
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I believe that NASA uses a portable/mobile Dynojet, and they do 'correct' for the test conditions. (But maybe Steve can confirm or refute this?)
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Yeah all I know is if you run up front, I can expect to get dyno'd. So in other words, I'll probably never be dyno'd ![Happy](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_stretch.gif)
The rules for TT3 use an average rwhp calculation. Here's what it says in the rule book.
The following ten (10) data points will be obtained from the Dyno’s 50 RPM data export numeric RPM/HP table printout:
Horsepower at: 500 rpm, 1000 rpm, 1500 rpm, 2000 rpm, 2500 rpm greater than Max HP rpm Horsepower at: 500 rpm, 1000 rpm, 1500 rpm, 2000 rpm, 2500 rpm less than Max HP rpm
(If any of the above data points at higher RPM than Max HP RPM do not exist due to redline, then those potential data points will not be used in the calculation of Avg HP.)
The three (3) highest data points of the above ten (10) will be used in the calculation below:
Avg HP = Max HP +(sum of the three highest data points) 4
note: (It is anticipated that in ’17, this formula will be adopted for all TT/PT/ST classes)
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The rules for TT3 use an average rwhp calculation. Here's what it says in the rule book.
The following ten (10) data points will be obtained from the Dyno’s 50 RPM data export numeric RPM/HP table printout:
Horsepower at: 500 rpm, 1000 rpm, 1500 rpm, 2000 rpm, 2500 rpm greater than Max HP rpm Horsepower at: 500 rpm, 1000 rpm, 1500 rpm, 2000 rpm, 2500 rpm less than Max HP rpm
(If any of the above data points at higher RPM than Max HP RPM do not exist due to redline, then those potential data points will not be used in the calculation of Avg HP.)
The three (3) highest data points of the above ten (10) will be used in the calculation below:
Avg HP = Max HP +(sum of the three highest data points) 4
note: (It is anticipated that in ’17, this formula will be adopted for all TT/PT/ST classes)
#97
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Honestly, to do this right, you have to buy the components for the exhaust. That is the correct thing to do. If you do not want to, or just flat out refuse to, then just throw the LS6 cam and LS6 springs in there with the stock manifolds and see what that gets you.
OR...
Use the LS6 cam, the PAC1218 springs, and a real exhaust.
I'm never the guy to tell people not to ask for help, but if you are going to ask for help, it may behoove you to heed the advice given in response to your inquiries. Otherwise, it seems your mind is already made, and all these questions are just bullshit posturing.
OR...
Use the LS6 cam, the PAC1218 springs, and a real exhaust.
I'm never the guy to tell people not to ask for help, but if you are going to ask for help, it may behoove you to heed the advice given in response to your inquiries. Otherwise, it seems your mind is already made, and all these questions are just bullshit posturing.
#98
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Yes I do - https://www.youtube.com/channel/UC9Y...XA3HpCjv3B_PmQ
I don't update it as much as I'd like. The most recent progress is the car is 99% done, needs corner balance, alignment and a tune.
Here is my project log on bimmerforums
http://www.bimmerforums.com/forum/sh...Car-S50-to-LS1
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Honestly, to do this right, you have to buy the components for the exhaust. That is the correct thing to do. If you do not want to, or just flat out refuse to, then just throw the LS6 cam and LS6 springs in there with the stock manifolds and see what that gets you.
OR...
Use the LS6 cam, the PAC1218 springs, and a real exhaust.
I'm never the guy to tell people not to ask for help, but if you are going to ask for help, it may behoove you to heed the advice given in response to your inquiries. Otherwise, it seems your mind is already made, and all these questions are just bullshit posturing.
OR...
Use the LS6 cam, the PAC1218 springs, and a real exhaust.
I'm never the guy to tell people not to ask for help, but if you are going to ask for help, it may behoove you to heed the advice given in response to your inquiries. Otherwise, it seems your mind is already made, and all these questions are just bullshit posturing.
My understanding is the ls1 cam with LT's will be about the same power as the ls6 cam and stock mani's. The difference being in low and midrange torque. I just wanted to know how much of a difference.