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You know i thought there was alot of room for improvement in the oil pumps to till i talk to the guys that built hammers 388. They give me the part # to the one they use and said they didn't do anything to it. So i left it alone.
I’ve seen too many posts of people with all
kinds of frilly oil aiding items still losing oil pressure up top on pulls to believe there aren’t some serious issues with these things lol. I’m curious to see how this things does with a ported Dod pump and an external regulator
the schauman pumps are what Gave me the idea, I’m going to call them tomorrow and see what they have for regulators
Yea the pump they recommended was a dod pump. But it was a gm part.
Hmm that’s interesting. I ported a stock ls did pump and I’m using that. Here’s some pictures of what I did, hard to tell but I did a ton of blending on the outlet transition, it was very abrupt before.
Cool build. I really like the high compression aspect instead of just throwing cubic dollars at an engine builder/vendor and end up with huge ci and cylinder heads(nothing wrong with that btw,its just be done, a lot).
Tell me, how or who did the cam specs regarding PTV/? or maybe im asking the proper way of building an engine like this. First, spec piston with desired dome and relief? Then install heads, measure valve drop at TDC and finally spec camshaft and mill heads to desired/max compression? Am I making any sense at all!?
Id like to do a budget high compression 6.0/L92 build and not get too fucked at the machine shop.
Last edited by GarrettT/A; Mar 23, 2020 at 10:23 PM.
Cool build. I really like the high compression aspect instead of just throwing cubic dollars at an engine builder/vendor and end up with huge ci and cylinder heads(nothing wrong with that btw,its just be done, a lot).
Tell me, how or who did the cam specs regarding PTV/? or maybe im asking the proper way of building an engine like this. First, spec piston with desired dome and relief? Then install heads, measure valve drop at TDC and finally spec camshaft and mill heads to desired/max compression? Am I making any sense at all!?
Id like to do a budget high compression 6.0/L92 build and not get too fucked at the machine shop.
Ed Curtis @ FlowTech inductions does my cams, and he’s good at it. I build an engine with the cam and rotating assembly that my build calls for, if I need more PTV ill
fly cut but at almost a .250 deep valve relief I’m betting that won’t be an issue. The problem that you run into is trying to do this with stock pistons. You either have to run a very milled head, or big domes to get big compression numbers. Lots of milling equals no ptv clearance on a stock piston, but it’s a different story with forged pistons and big valve reliefs. I’m going to kill my heads another .020 and that will make it .060 I’ve taken off and bring me almost to 14:1
You have to watch milling the heads that much with dome pistons. That's one thing that steered me away from a piston like you have. The ones i seen only recommended very little milling. And these gmpp heads were already milled .055. We milled another .035 off them. Stuff requires some fitting after going that far plus the .010 off the block.
Possibly have to do some work to the pistons and intake manifold and its going to be healthy for sure. Are you running alky on this or something like C16?
You have to watch milling the heads that much with dome pistons. That's one thing that steered me away from a piston like you have. The ones i seen only recommended very little milling. And these gmpp heads were already milled .055. We milled another .035 off them. Stuff requires some fitting after going that far plus the .010 off the block.
Yeavi might have to fly cut possibly, we will see what all needs done.
Originally Posted by 01CamaroSSTx
Possibly have to do some work to the pistons and intake manifold and its going to be healthy for sure. Are you running alky on this or something like C16?
Thsts what the dykum is for, plan on port matching everything. Plan is e85 on it, worst case I’ll buy e98 in a barrel but I think I can do e85.
How comfortable would you guys be spinning an engine with stock intake/exhaust valves to 7500 or so? With stiffer springs? Stuffer than normal .660 springs? Considering buying some farrea/Manley intake and exhaust valves. Starting to get nervous about all this money and stock valves.
A GOOD valvejob/bowl blend will really wake things up here. New valves aren’t expensive in this application, unless your looking at going Ti. I’d go new valves personally
How comfortable would you guys be spinning an engine with stock intake/exhaust valves to 7500 or so? With stiffer springs? Stuffer than normal .660 springs? Considering buying some farrea/Manley intake and exhaust valves. Starting to get nervous about all this money and stock valves.
very comfortable. That's where I'll be. True ls6 valves are pretty much the lightest youll find. Ls3 valves which are the same thing but bigger get spun over 8k rpm.
Now I'm not a fan of dual springs. I would stick with a beehive/conical for all but the most aggressive combos.
A GOOD valvejob/bowl blend will really wake things up here. New valves aren’t expensive in this application, unless your looking at going Ti. I’d go new valves personally
It’s got a 5 angle valve job and the bowls were blended and profiled when he cut in the bigger intake valves.
Originally Posted by HioSSilver
very comfortable. That's where I'll be. True ls6 valves are pretty much the lightest youll find. Ls3 valves which are the same thing but bigger get spun over 8k rpm.
Now I'm not a fan of dual springs. I would stick with a beehive/conical for all but the most aggressive combos.
Il the exact opposite lol, I won’t even run a behive spring :/ Not a fan at all lol
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