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since that run it has picked up 34whp with odds and ends. Stock cam stock heads stock sbe....crate ls6. Unfortunately i won't be able to see how much it improved due to i bent some valves. Made some hopeful improvements while the heads were off. Still stock cam tho.
Moral of the story here is you're lookin in the wrong place if you want better acceleration. Just like many others.
I don't see how looking to improve acceleration through adding power is looking in the wrong place. Those are great runs, but the fact remains the same, that if you do away with outliers, trap speed is a better indication of how strong a car is running than a dyno readout.
He wants his car to be more powerful and more fun to drive on the back roads...I really don't understand the point you're trying to make.
This is my buddy's LS3 in his c5z. Just got the car back today. Ignore the numbers as this was just after they ran the car 2 hours breaking it in on the dyno. Still need to throw a couple more mods at it and dial in the spark and fuel.
Reason for the post is the cam is a 226/238 113+2, .627/.627 lift that we spec'ed out. This is 6* overlap. Went with the CNC ported LS3 heads with the BTR valve job. Didn't have budget for aftermarket, but the CNC GM units were too cheap to pass up.
The curve is pretty damn sexy with this cam. Peaked at 6500 and the limiter is at 6700. I think this is a perfectly sized cam for a street car and will want to run to at least 7200 if not a little higher. I expect us to get another 15-20whp out of it at least when dialed in.
He wants his car to be more powerful and more fun to drive on the back roads...I really don't understand the point you're trying to make.
This is my buddy's LS3 in his c5z. Just got the car back today. Ignore the numbers as this was just after they ran the car 2 hours breaking it in on the dyno. Still need to throw a couple more mods at it and dial in the spark and fuel.
Reason for the post is the cam is a 226/238 113+2, .627/.627 lift that we spec'ed out. This is 6* overlap. Went with the CNC ported LS3 heads with the BTR valve job. Didn't have budget for aftermarket, but the CNC GM units were too cheap to pass up.
The curve is pretty damn sexy with this cam. Peaked at 6500 and the limiter is at 6700. I think this is a perfectly sized cam for a street car and will want to run to at least 7200 if not a little higher. I expect us to get another 15-20whp out of it at least when dialed in.
This is great!!! This is right in the ballpark of what I had in mind setup wise. Did you mill the heads at all? Where does it start to buck when you're cruising in 6'th? Like what RPM do you need to stay above? Last question, someone's got a gun to your head, and you have to change one detail of the cam (duration, lsa etc), what would you change, and why?
1-3/4 headers suck on an ls3
stock intake is a poor choice for an HCI ls3
camming an ls3 to rev no higher than Stock severely limits it
The above statements are true, IF total all-out performance is ALL he's after.
(1) 1-3/4 headers will work fine for most of his driving, just not optimum for *****-out racing.
(2) Again, for most street use, the OEM intake will do well, WHILE keeping more low- and mid-range power for street use.
(3) He has said he will be running up to around 6500-7000. Camming for above that sacrifices a good bit of streetability, and engine longevity thru much higher stresses on the engine.
Not sure yet! I'll be checking it out tonight. My buddy literally picked his car up this morning after waiting 5 months. Was a weird insurance deal that wound up working in his favor big time.
The tune is going to take some massaging. They really just cobbled something together to break it in I think. It stumbles a bit in the lower rpms, but should be easy to tune out.
Heads are as received from BTR. Didn't want to mill them as it is easy to run out of PTV clearance. It had .100" on the intake and .090" on the exhaust.
From the looks of the dyno sheet we nailed the cam specs. He does track days so the goal was to have good linear power and carry well past peak. It is very close to a BTR Stage 2 cam, but with 1* more intake duration, a little later ICL and different lobes.
The above statements are true, IF total all-out performance is ALL he's after.
(1) 1-3/4 headers will work fine for most of his driving, just not optimum for *****-out racing.
(2) Again, for most street use, the OEM intake will do well, WHILE keeping more low- and mid-range power for street use.
(3) He has said he will be running up to around 6500-7000. Camming for above that sacrifices a good bit of streetability, and engine longevity thru much higher stresses on the engine.
No...that's not the name of the game. That **** build you posted is ****. Compromise everything right into a bucket of ****.
Originally Posted by spanks13
He wants his car to be more powerful and more fun to drive on the back roads...I really don't understand the point you're trying to make.
This is my buddy's LS3 in his c5z. Just got the car back today. Ignore the numbers as this was just after they ran the car 2 hours breaking it in on the dyno. Still need to throw a couple more mods at it and dial in the spark and fuel.
Reason for the post is the cam is a 226/238 113+2, .627/.627 lift that we spec'ed out. This is 6* overlap. Went with the CNC ported LS3 heads with the BTR valve job. Didn't have budget for aftermarket, but the CNC GM units were too cheap to pass up.
The curve is pretty damn sexy with this cam. Peaked at 6500 and the limiter is at 6700. I think this is a perfectly sized cam for a street car and will want to run to at least 7200 if not a little higher. I expect us to get another 15-20whp out of it at least when dialed in.
great job. That h/c ls3 makes less power than that bolt on ls3 i posted. And only about 30lb ft less tq. Worst part is that's not even the most powerful bolt on ls3 we did(473whp/476wtq). Not to mention Only 16 more hp than my bolt on ls6 and a scant 2 lb ft more tq. Great build
Exactly! For good low and mid range, top-end performance must be compromised. You want all-out top end performance, it will be a bitch to drive on the street.
Was on 3 different dynos making with in 10hp. Was in a 1le 5gen. They have eps so they should read slightly higher. But regardless we did it again with a c6. Actually made slightly more hp with the c6 and slightly less tq due to the tri-y headers on that particular dyno. Again that bolt on c6 trapped as high as 132.........how much power you think it was making?
Ever think maybe you don't know what you think you know?
Those numbers were absolutely legit and as disclosed. Bolt ons plus rockers. Got a heavy *** fifth gen to 11.5 and a C6 to 10.5. I helped the owner with the tuning until he picked it up on his own.
Look at the numbers at 5250 which is right about where you fall back after a shift. Bolt on engines up 25-35 hp/tq in that era even tho peak hp isn't terrible far off for the h/c junk spank posted. Tq is way down tho. That's a very large difference.
Exactly! For good low and mid range, top-end performance must be compromised. You want all-out top end performance, it will be a bitch to drive on the street.
Tell me ONE instance where an engine built to have max power at 7000+ RPM still idles at less than 900 RPM without shaking the car and its occupants to pieces. One does not have to have built ANY LS3's to know general performance characteristics. LS3's aren't any different.
05-24-2018, 02:55 PM
