Safe RPM limit for built LS6
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Teching In
Joined: Apr 2023
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From: Palo Alto, CA
Safe RPM limit for built LS6 Hi, I have an 05 cts-v and am building the motor right now with eagle rods, ARP rod bolts, summit pro ls pistons and a tick cam, 3/8” hardened pushrods and dual valve springs. And a melling 10295 oil pump. Just curious how much I can safely increase redline to. I was thinking maybe 7000.
Hi, I have an 05 cts-v and am building the motor right now with eagle rods, ARP rod bolts, summit pro ls pistons and a tick cam, 3/8” hardened pushrods and dual valve springs. And a melling 10295 oil pump. Just curious how much I can safely increase redline to. I was thinking maybe 7000.
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Safe RPM limit for
how much I can safely increase redline to.
Enjoy your build.
I would say thousands of people with LS engines have done this.
I revved a 2002 LS1/ LS6 block with a XE 224/228 112 cam to 7000rpm for years. Good springs, lifters, and proper lifter preload will allow for it. It had TEA stage 1 243's with the LS6 valves and a ported Fast 92.
Pretty standard imo. No need to start overthinking things unless you are trying to push 7500+.
I revved a 2002 LS1/ LS6 block with a XE 224/228 112 cam to 7000rpm for years. Good springs, lifters, and proper lifter preload will allow for it. It had TEA stage 1 243's with the LS6 valves and a ported Fast 92.
Pretty standard imo. No need to start overthinking things unless you are trying to push 7500+.
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TECH Enthusiast
Joined: Feb 2018
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From: Michigan
With a forged bottom end and ARP rod bolts, you should be fine to 8000+ rpm no problem. Your valvetrain will be your limiting factor. 7500 RPM isn't terribly difficult to achieve, I would probably want a good link bar lifter for that though.
But if the setup in your signature is still accurate, I don't see any reason to set the rev limiter over 7200-7300.
But if the setup in your signature is still accurate, I don't see any reason to set the rev limiter over 7200-7300.
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Huh?? 
I ran my ls6 stock bottom end to 7600. Where the car peaks power at is going to be dependent on the manifold/top end and your valve train stability.
My combo consisted of a btr stage 4 ls3 cam from 2017 (so not their current grind technology, 233/250).. Hi ram with shearer lid, 1" nitrous plate, 103 tb, tfs 220s with turned down ls3 valves, johnson 2126 short travels, 11/32 manton pushrods.
The car peaked power around 7000 or so, we had the limiter set at 7800, so where exactly I shifted is a gray area lol.. But it was right around that 7500-7800 range without losing momentum and giving me good shift drop rpm.
My combo consisted of a btr stage 4 ls3 cam from 2017 (so not their current grind technology, 233/250).. Hi ram with shearer lid, 1" nitrous plate, 103 tb, tfs 220s with turned down ls3 valves, johnson 2126 short travels, 11/32 manton pushrods.
The car peaked power around 7000 or so, we had the limiter set at 7800, so where exactly I shifted is a gray area lol.. But it was right around that 7500-7800 range without losing momentum and giving me good shift drop rpm.
Asking sincerely-What is different about an LS6 bottom end compared to the LS1? AFAIK, and IIRC, they both have the same crank and rods. IIRC, the LS6 used a different block for a short time before the LS1 got the same block.....
the ls6 bottom end has holes drilled in the rod throws for lighter weight. The rods are the stronger floating pin rods. The block has windows in the webbing for better ventilation. That’s what I noticed on my ls6 bottom end vs a regular 5.3 (should be the same as ls1). Except for the GTO ls1 which is actually an ls6 short block with crappier heads than an ls6. I have the gto short block.
TECH Apprentice
Joined: Jan 2017
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From: Sydney, Australia
the ls6 bottom end has holes drilled in the rod throws for lighter weight. The rods are the stronger floating pin rods. The block has windows in the webbing for better ventilation. That’s what I noticed on my ls6 bottom end vs a regular 5.3 (should be the same as ls1). Except for the GTO ls1 which is actually an ls6 short block with crappier heads than an ls6. I have the gto short block.
TECH Senior Member
Joined: Jun 2016
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From: Central Cal.
FWIW - When I wanted to use a new spare LS6 block for my 383 LS build, the engine builder said save it for a high rpm build. He said the LS6 block could make a sweet 7,500 to 8,000+ high rpm screamer 😱 no point to waste that on a low rpm stroker build. Stable valve train being the challenge etc.
TECH Apprentice
Joined: Jan 2017
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From: Sydney, Australia
GTO got a different engine spec to the Monaro in 2004, and a completely different engine in 2005 (LS2 for GTO, Monaro stayed with the LS1). The specs of the cars in general were quite different. So, its not a given, I'll have a look when I get the car out next.
On The Tree
Joined: Feb 2022
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From: Grand Rapids, MI
For a while before I installed my turbo I was revving my forged internal 6.0L to 7200rpm. Really basic stuff for valvetrain. Hardened pushrods, TFS .660 valve springs, trick flow lifters, trick flow .560 lift cam. 799 heads so heavy valves. No issues. I had no reason to rev it that high other than I thought it sounded cool.
Cam was probably all sorts of done by 6400rpm.
I turned it down to like 6600rpm after I figured out that auto transmissions don't like that much rpm
Cam was probably all sorts of done by 6400rpm.
I turned it down to like 6600rpm after I figured out that auto transmissions don't like that much rpm