L92/LS3: What is needed to make 500RWHP?
02-01-2012, 01:06 PM
#21
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squee is right. heres a '10 camaro with ported ls3 heads, cam, and exhaust:
https://ls1tech.com/forums/gen-5-cam...m-package.html
gm high tech also did this article:
http://api.viglink.com/api/click?for...13280722553252
550 fwhp is 500rwhp
https://ls1tech.com/forums/gen-5-cam...m-package.html
gm high tech also did this article:
http://api.viglink.com/api/click?for...13280722553252
550 fwhp is 500rwhp
02-01-2012, 02:23 PM
#22
10.85 second LS3 cam only Vette making 498 at the tires.
LG dyno graph of a cam only Vette making 493 at the tires.
I can keep going, but I'd just be wasting my time. I don't really care if you believe me. Cam only Camaros are making 500rwhp. I even saw a LG cam only LS3 car make 530rwhp.
LG dyno graph of a cam only Vette making 493 at the tires.
I can keep going, but I'd just be wasting my time. I don't really care if you believe me. Cam only Camaros are making 500rwhp. I even saw a LG cam only LS3 car make 530rwhp.
Do you know what cam the ECS car is running?
02-06-2012, 01:06 AM
#24
Figure 10-12% for a manual tranny and a SRA. IRS would be a little more. 15-18% for a stalled auto with a SRA, and closer to 20% with a IRS. Again, this is all on average. My car for instance eats up a little more than some 4th gen manuals since I have a Moser 12 bolt and it sucks up some power compared to other rear ends.
But yeah, my tune says I'll make 490-500 at the wheels with my setup and the cam he spec'd me, I'd bet it makes 10-15 more than that. He doesn't like giving guesses at all and he's very conservative if he does. 500RWHP isn't hard at all to make with a cam/bolt-ons LS3. I've even seen one make over 530 at the wheels.
But yeah, my tune says I'll make 490-500 at the wheels with my setup and the cam he spec'd me, I'd bet it makes 10-15 more than that. He doesn't like giving guesses at all and he's very conservative if he does. 500RWHP isn't hard at all to make with a cam/bolt-ons LS3. I've even seen one make over 530 at the wheels.
02-06-2012, 02:45 PM
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I am also in agreement that a cam only LS3 has made very close or over the 500 mark... many times (just depends on the small details).
I am looking to go LS3 in my Camaro later this year, hopefully.
I am looking to go LS3 in my Camaro later this year, hopefully.
02-10-2012, 11:22 AM
#29
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My next question is how do you guys go from 426 fwhp to 500+ rwhp with very little modification, at least in my own opinion. I am amazed at the results I have seen on this forum and ,of course, I am very impressed so no disrespect intended here.
04-11-2012, 09:18 AM
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Starting to piece together everything to build this sucker. I got an L92 motor (10.4:1) and I found a good deal on a set of new OEM LS3 pistons (10.9:1). I picked up the pistons but I need rings for them. With GM's track record of oil consumption, I'm skeptical about running OEM rings. This motor will not have a power adder on it, just 500 RWHP naturally aspirated.
Google searching only came up with a set of 4.065" moly rings by Hastings. Should I go with these or are there others out there?
I've read good things about Total Seal rings, but they specify for use with aftermarket pistons only.
Google searching only came up with a set of 4.065" moly rings by Hastings. Should I go with these or are there others out there?
I've read good things about Total Seal rings, but they specify for use with aftermarket pistons only.
04-11-2012, 09:13 PM
#31
"Starting to piece together everything to build this sucker."
Are you going with 1 7/8" long tube headers? I wonder if Geoff can just flash the ECM with a new program as it seems a lot of these builds are almost identical. At least it would get one in the ball park until you could get a dyno tune. I plan on doing just about the same build but keep the VVT.
Are you going with 1 7/8" long tube headers? I wonder if Geoff can just flash the ECM with a new program as it seems a lot of these builds are almost identical. At least it would get one in the ball park until you could get a dyno tune. I plan on doing just about the same build but keep the VVT.
04-11-2012, 11:24 PM
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Yeah gonna go with the Dynatech headers, 1-7/8" primaries, 3" collector. Then running a full 3" exhaust. I'm gonna run a GM LS controller. I'm not worried about a base tune, I'll just use the one that comes loaded in the kit. I'll get it dyno tuned after its running.
04-13-2012, 08:28 AM
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Is that sarcasm I sense?
I'm confident that with the mods I'm doing to the engine, the tune that comes in the LS controller kit will be just fine for first time fire up and taking the car around the block to get the bugs worked out. I'll take it for a dyno tune promptly after its all buttoned up.
I'm confident that with the mods I'm doing to the engine, the tune that comes in the LS controller kit will be just fine for first time fire up and taking the car around the block to get the bugs worked out. I'll take it for a dyno tune promptly after its all buttoned up.
Last edited by speedshifter; 04-13-2012 at 08:52 AM.
05-13-2012, 04:13 AM
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I guess I can chime in. I am currently running a 429CI LS3 stroker.
The engine block is a new LS3 block. It was final honed to a bore of 4.070
The block had to be decked because it was way to rough of a surface out of the box.
We only took about 0.002 off the deck. Pistons stick out about 0.008 from the deck.
The connecting rods are scat rods with arp 2000 bolts.
The crank is a Eagle LS7 4.125 stroke crank.
The timing chain is a C5R chain from Katech.
The oil pump is a shimmed and ported ls7 pump.
The DOD ports were tapped an plugged using 1/8 npt plugs.
The diamond pistons were custom made by diamond. The pistons have a 3 cc hump on them so I could raise the compression with out running custom head gaskets or having to cut the heads. The rings were filed to 0.024 gap for street nitrous (150 shot).
I am running the SDPC CNC ported LS3 heads.
The heads were disassembled and checked for Valve to guide clearance as well as going over spring pressures. The were also cced at 68 cc. The springs, retainers, and locks are very high quality. The closed seat pressure for the springs were 160 lbs and the open at .660 lift were 450 lbs.
The cam shaft I ended going with is a comp cams 54-474-11. The gross lift is .660 (based on 1.8 yella terra rockers i am running) on intake and exhaust.
The duration is
@ 0.006 300 in 316 ex
@ 0.050 251 in 267 ex
The static compression is at 12.79:1
The DCR is 8.4:1
The head gaskets I went with are the LS9 OEM head gasket. They are .051 thick when installed. They are a 7 layer MLS and have a 4.090.
Not sure what else I missed. The engine made 660hp@6900rpm and 567trq@5900rpm on our engine dyno. On our mustang dyno it made 505whp (560 whp dynojet) last season. This season I ported the fast 102mm intake and rebuilt my cold air intake. I hope to see 525whp N/A on 94 pump gas. PM me if you have any other questions.
Cheers,
Ryan
The engine block is a new LS3 block. It was final honed to a bore of 4.070
The block had to be decked because it was way to rough of a surface out of the box.
We only took about 0.002 off the deck. Pistons stick out about 0.008 from the deck.
The connecting rods are scat rods with arp 2000 bolts.
The crank is a Eagle LS7 4.125 stroke crank.
The timing chain is a C5R chain from Katech.
The oil pump is a shimmed and ported ls7 pump.
The DOD ports were tapped an plugged using 1/8 npt plugs.
The diamond pistons were custom made by diamond. The pistons have a 3 cc hump on them so I could raise the compression with out running custom head gaskets or having to cut the heads. The rings were filed to 0.024 gap for street nitrous (150 shot).
I am running the SDPC CNC ported LS3 heads.
The heads were disassembled and checked for Valve to guide clearance as well as going over spring pressures. The were also cced at 68 cc. The springs, retainers, and locks are very high quality. The closed seat pressure for the springs were 160 lbs and the open at .660 lift were 450 lbs.
The cam shaft I ended going with is a comp cams 54-474-11. The gross lift is .660 (based on 1.8 yella terra rockers i am running) on intake and exhaust.
The duration is
@ 0.006 300 in 316 ex
@ 0.050 251 in 267 ex
The static compression is at 12.79:1
The DCR is 8.4:1
The head gaskets I went with are the LS9 OEM head gasket. They are .051 thick when installed. They are a 7 layer MLS and have a 4.090.
Not sure what else I missed. The engine made 660hp@6900rpm and 567trq@5900rpm on our engine dyno. On our mustang dyno it made 505whp (560 whp dynojet) last season. This season I ported the fast 102mm intake and rebuilt my cold air intake. I hope to see 525whp N/A on 94 pump gas. PM me if you have any other questions.
Cheers,
Ryan
05-13-2012, 05:04 AM
#37
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At last a bit of common sense real world performance.
I've run as fast as 121mph in a 3880lb Monaro (GTO), that works out at about 535 horse power and I have not dynoed anywhere near 450rwhp!
This is with a crate LS3 with 1 7/8" extractors and a Comp 231 239 113 .617 .624 cam.
I've run as fast as 121mph in a 3880lb Monaro (GTO), that works out at about 535 horse power and I have not dynoed anywhere near 450rwhp!
This is with a crate LS3 with 1 7/8" extractors and a Comp 231 239 113 .617 .624 cam.
05-13-2012, 02:54 PM
#39
No blowers bud, I don't think LG would want to BS IMHO, I know that some of these members are not the brightest BUT this link is by LG
http://www.camaro5.com/forums/showthread.php?t=219131
Another with track times to back it up lol
http://www.camaro5.com/forums/showthread.php?t=187554
http://www.camaro5.com/forums/showthread.php?t=219131
Another with track times to back it up lol
http://www.camaro5.com/forums/showthread.php?t=187554
05-13-2012, 02:58 PM
#40
Here is my two cents.
Spend the money and have your injectors sent to Fuel injector outlet for 200 bucks and get them rebuild to whatever PSI you want, myself and one other maxed out over 100 percent on injectors making a little over 500rwhp on dynos, your right at the max point depending on fuel setup its extra insurence and they wont have to work as hard.
as far as 500rwhp since you are staying with stock cubes its really going to come down to came selection and the dyno you use, my 418 ls3 with ported and milled ls3 heads and a g6x3 cam made 508 on a dynojet with a ford 9 inch under it threw a manuel. there are stock cube ls3s breaking over 500rwhp but it was done with a very well planned out top end, my biggest limiter right now is running a 85mm maf and the stock ported ls3 intake. I think your setup will get you very close have patrick G custom spec you a cam. its really all in the build 500RWHP has been done in LS1s pat gs makes just has much rwhp as my 418 does but mine is a very mild build and has alot of room to grow
Spend the money and have your injectors sent to Fuel injector outlet for 200 bucks and get them rebuild to whatever PSI you want, myself and one other maxed out over 100 percent on injectors making a little over 500rwhp on dynos, your right at the max point depending on fuel setup its extra insurence and they wont have to work as hard.
as far as 500rwhp since you are staying with stock cubes its really going to come down to came selection and the dyno you use, my 418 ls3 with ported and milled ls3 heads and a g6x3 cam made 508 on a dynojet with a ford 9 inch under it threw a manuel. there are stock cube ls3s breaking over 500rwhp but it was done with a very well planned out top end, my biggest limiter right now is running a 85mm maf and the stock ported ls3 intake. I think your setup will get you very close have patrick G custom spec you a cam. its really all in the build 500RWHP has been done in LS1s pat gs makes just has much rwhp as my 418 does but mine is a very mild build and has alot of room to grow