Thumper33

I've been researching different cams for a while now, and I'm trying not to lose much (if any) low end while trying to boost power to around 400-450 crank hp.

I've been working with gunnar at patriot performance and he's been very helpful. I just wanted to get some 2nd oppinions before I do this.

I have a 2000 LS1 from a vette going into a Jeep Wrangler. It looks like the best deal for me is to go with a LS6 head CNC ported with stock valves and new rods. I'm going to use a stock Z06 cam so I can keep drivability and low end as high as possible. The question is how high do I want to increase the compression ratio.

I know that the compression you can run is largely based upon the cam and altitude. I'm at 6200 feet, and we only get 91 octane here (because the engines don't need as much at this altitude.

Gunnar is saying that he thinks I can do 10.8:1 relatively safely w/o detonation. Does anyone else have any comment on how much milling I should do? I definitely want to run pump gas.

ls1mongrel

iTrader: (32)

I would think 10.8:1 would be ok !

Thumper33

Anyone think I can go higher? I was hoping to just push it as high as I can reliably.

Oh, and is there a rule for how much power (or % of power) you pick up for each point of CR you add?

MagikMan

iTrader: (2)

yeah, I have a cartek 2x h/c package.... the drivability is EXACTLY like stock.... and there is not hardly any loss on the low end.... and what is lost is nothing gears can't help... if anything... it makes it easier to connect... But seriously, you can go with a larger cam, just get one with a higher lift... you don't need a t-rex or anything. My compression ratio I think is 11.7:1 and I'm totally streetable, with 0 drivability changes. So i'd recomend getting a larger cam then the ls6 cam... give dave at cartek a call, he'd be able to help you out

JakeFusion

iTrader: (7)

I'd go a lot bigger on the cam.

A bigger cam means you can run more compression safely. And more compression means you can increase your DCR and increase power everywhere in relation to what the camshaft allows.

With the tuning available now and with the proper combination of DCR to valve events, you can keep drivability civil and power up everywhere. With the added compression and a larger cam, you can run a wider LSA like a 113-115 and make broader power that carries the peak a bit higher, but maintain a good idle.

Refer to my post here for some more information:
https://ls1tech.com/forums/showpost....9&postcount=13

Also, I wrote extensively on DCR in a thread on 408s. Same theory applies.
https://ls1tech.com/forums/showthrea...7&page=6&pp=20

Thumper33

thanks for the info JakeFusion...

Here are my biggest determining factors:

1.) My transmission is rated (supposedly conservatively) at 300 ft/lbs of torque. I'm in Denver CO so at 6000 feet 25% of my power is gone to lack of oxygen. This is why I'm trying to build to around 400-450 hp. I know I'm pushing limits, but hey that's the fun of it right? The rest of the drivetran

2.) Idle and Drivability - I use the jeep mostly for street, but I do offroad it in the mountains several times a year, so I need good control and torque at lower rpms. I've somewhat determined that nomatter what I do I'm going to have more torque than my 4.0L 6 cyl did. So I mainly just want to make sure it's smooth, predictable and easy to handle.

I'll do some more talking to some places.

orangeapeel

iTrader: (18)

I wanted to put an LT1 in my 1997 Wrangler. Looks bad ***!

Redneck Z

iTrader: (3)

I would go for a different cam if you are concerned with your low end. In fact the LS6 cam is nearly identical to the LS1 cam in it's power curve up to 4000 rpm. The LS6 cam is not a good low end cam. The ZO6 was made to rev, and not be a stump puller. There are much better options out there.

Patrick G

iTrader: (14)

If you're in Denver, you're going to need a head that has a very small runner for better airspeed (velocity). If you get a ported head with a huge runner (like the PRC CNC Darts), the motor won't be near as responsive as it would be with unported Dart 205s or AFR 205s. Both of those heads will be MUCH better for Denver's thin air. Higher Altitude can tolerate higher compression ratios too. You can easily get by with 11.0:1 or slightly higher provided you get the right cam. I would recommend something in the 228-232 range on both the intake and exhaust along with a narrow LSA (like 110-112) to pump up your dynamic compression.

Ksett

I would look else where for advice on cam selection. I don't think anyone
on here has experience off roading there LS powered cars. Maybe theirs an off road tuner that has experience with this, or maybe a truck forum.

FunkyTownFBody

iTrader: (1)

That's a pretty sweet swap. I'd be more inclined to do a Mopar 408, as it would be slightly more straight forward, but I love my LSx's

is this a 4wd?