Hi I am planning on building a 06 lq4 from silverado 2500 (60,000 miles) as to be my power plant as a daily driver / weekend warrior car. So far I have made a check list and just wanted to show it to the community to ask if im missing any thing from little details or part recommendations for the engine.

-799 heads
-Fast LSXRT itnake manifold and tb
-Comps Cam Stage 2 Thump 226/237 kit
-Homemade CAI with random tubing and filter
-Shorty or longtubes cant decide

So far thats all I have on my list Im just curious If I would need a aftermarket fuel pump / injectors. Also im wondering if theres any other specific parts I would need to make this happen? Finally, do you think this cam is to aggressive for daily driving and would a comp cams 54-459-11 be better suited? Thank you for reading.

 

Shorty headers on an LS are next to worthless. Long tubes are the only way to go. The cam is decently sized for peak power around 6K but the "Thumpr" style cams have a lot of overlap to give it a lope. That may or may not play nice with an auto trans and power brakes, due to low vacuum at idle. I'd suggest looking into getting some LS3/L92 heads and installing an LS3 intake. The heads flow better than 799's and the intake is just as good as a FAST, but only costs about $300 new. You'd save some coin that way, and probably would end up with more power. Others of course can chime in with their opinions. FWIW, I have a 233/250 cam in my summer daily driver Camaro SS and to me, it's perfect. All depends on what's comfortable to you personally.

 

Thank you I'll definitely check them out! The second cam I was talking about was 231/239 I was worried about having to flycut the pistons, or it being to aggresive to daily drive so im still debating / trying to find info on it. Also will this setup be fine with stock fuel pump and injectors? Im just assuming that I would need higher flowing injectors for this setup. Thank you for all your input so far! ( I plan on keeping it NA with this setup for a year and hopefully doing a single turbo if that changes anything )

 

No, it's not likely to be okay with factory injectors. That is quite a bit of cam. You better be thinking about gearing as you are gonna need 3.73's or better, a high stall converter if you are running an automatic transmission, and plan for an idle that is minimum 850, but most likely even higher.. have you spent much time in a car that idles close to 1000 rpm? I have and it's not my cup of tea. Maybe it's yours though.. just be aware of the other supporting items you will need for a cam that large, and all of the tradeoffs associated with building a high performance engine. You will need long tubes, and an ORY, probably an X pipe true duals and free flowing mufflers as well.

 

I see.... Ill do some more research and try to find a big cammed car near me so I can experience how they drive ect. Theres definitely still alot for me to consider!

 

I've done a couple of 6.2's. I know they are not 6.0's but close.
Used 225I/230E TSP cams. L92 heads. LS3 intakes with stock Corvette 42 lb injectors. Long tube headers. 3.73 gears. 2800-3000 stall converter. Both were in 2nd gen Camaros. 91 octane tune. Super easy to tune. Ran great. 420 RWHP. I know not huge numbers but they were a pleasure to drive. Hand the keys to anyone (not that I would) and they could drive it.
My latest 2nd gen Camaro project has the same combo.

 

LSXRT intake manifold - make sure your tuner has successfully tuned one before and that it had very good driveablity. Often LSXRT's have driveablity issues some of it seems to be tuner experience with the LSXRT and some of it seems to be combi related.

 

I don't have any experience with the the truck version of the 102. What is so special about it compared to tuning other intakes?

 

Depends on what size the stock injectors are. If they are 28.8 you can make well over 400whp with them.

If they are the small injectors they put in some of the trucks...yeah they aren't enough for a cam swap.

 

I agree about injector size. Many use injectors that are way too big. Yeah, they're there if you ever need them for a more radical build, but, IMHO, 42lb injectors are BIG for even 500whp. I have a 600+hp LS7 in my C5, and it uses stock,, LS7 42lb injectors. Granted, my C5 is at 58lbs fuel pressure. But I still think 42lbs is overkill. Back 15 years ago, a lot of us LS1/LS6 guys ran Ford SVO 30lb injectors. Cheap and more than adequate. In my first 427, I ran 36lb injectors, but that was an early Darton LS1 Cathedral port AFR 225 engine. They weren't even at 75% duty cycle! But when I went with LS7 heads and intake, the 42lb injectors came from GM with the manifold and TB, as a package (cheaper!). So I sold the 36s with 90mm FAST intake and LS2 TB. YMMV......

 

@LilJayV10 , if I'd known you were in Evansville back then, I would have asked you to see if you could sort it out at your shop. I'm in Terre Haute.

This is from my experience having an LSXRT on my 91 RS's 383 LS1 stroker for ~10 months. It also matches very closely with half dozen or so other folks I've talked with that had 102mm TB's & the LSXRT. I'm not a tuner so please bare with my descriptions.

Drive by wire much easier to get decent 102mm TB's & the LSXRT driveablity. Drive by Cable very difficult to get decent 102mm TB's & the LSXRT driveablity.

I had two different quality tuners try to sort my 102 Nick Williams & LSXRT. Probably half dozen sessions. Press the clutch, stall and die at low city traffic speeds. It was finally baid aided by hanging the idle decay, blip throttle when you hit clutch everytime and it would only stall ~1 time out of 4. That was the deal killer.

The IAC's were adjusted and extra timing at idle etc...driveablity was terrible. One tuner kept trying to say the car had too much car which was ridiculous. The 383 LS1 has 229/229 114 LSA cam.

HP Tuner guru at I talked with at PRI 2016 show suggested disconnecting the IAC and adjust to idle nice without IAC, then hook IAC up and finish tuning. He also mentioned in his experience cable TB's had the slower Gen III PCM's that couldn't really react fast enough to the IAC's in a manual transmission car for good driveablity when the clutch went it and the air flow rapidly decreased. He said automatic's were a little easier to work around the issue etc.

The shop that did my LS swap ended up trying (or said they did) what he suggested and it didn't help much. In short, we dyno tested & driveablity tested the LSXRT, Fast 90mm & 90mm LS6. The 90mm LS6 ended up staying on the car as it drove like stock.

Many others, (cable TB & manual transmission) I talked with had similar LSXRT driveablity issues.

 

Are you a Russian Bot?
Echo in the thread?

That's basically word for word what was posted in #2

 

Lol, I got quoted by a bot! I can die happy now