LC9 400whp
Thread Starter
Teching In
Joined: Aug 2024
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LC9 400whp I just bought an LC9 from a 2012 Silverado that I am looking to swap into my 2003 350z, I want to make about 400whp from the motor, only issue is it has both VVT and DOD, I was wondering if someone who knows what they are doing could put me together a list of what I’ll need to delete the DOD and VVT and also make 400hp, links to websites where I can buy the cam, and other parts would be greatly appreciated. THANKS!
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Joined: Jun 2016
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From: Central Cal.
Summit, TSP, and Cam Motion plus many others make delete kits for VVT and AFM/DOD.
You will need another cam for doing that, and with the right one you will solve your power shortage too.
You will need another cam for doing that, and with the right one you will solve your power shortage too.
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Joined: Jan 2008
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From: Ohio, Georgia, Nevada, Texas
OP,
Is hitting 400whp a must-have for you? It might mean going for a pretty big cam and precise bolt-ons for the LC9, which could result in some low-speed quirks. Before we get into it, what do you plan to do with the 350Z? Are you looking for a weekend cruiser, daily driver, street/strip, or something else? Camshafts always come with trade-offs. Do you prefer a smooth idle and good driveability or a choppy idle and peak power? Let us know more about your setup and goals for tailored recommendations.
Is hitting 400whp a must-have for you? It might mean going for a pretty big cam and precise bolt-ons for the LC9, which could result in some low-speed quirks. Before we get into it, what do you plan to do with the 350Z? Are you looking for a weekend cruiser, daily driver, street/strip, or something else? Camshafts always come with trade-offs. Do you prefer a smooth idle and good driveability or a choppy idle and peak power? Let us know more about your setup and goals for tailored recommendations.
Thread Starter
Teching In
Joined: Aug 2024
Posts: 31
Likes: 2
350-400whp OP,
Is hitting 400whp a must-have for you? It might mean going for a pretty big cam and precise bolt-ons for the LC9, which could result in some low-speed quirks. Before we get into it, what do you plan to do with the 350Z? Are you looking for a weekend cruiser, daily driver, street/strip, or something else? Camshafts always come with trade-offs. Do you prefer a smooth idle and good driveability or a choppy idle and peak power? Let us know more about your setup and goals for tailored recommendations.
Is hitting 400whp a must-have for you? It might mean going for a pretty big cam and precise bolt-ons for the LC9, which could result in some low-speed quirks. Before we get into it, what do you plan to do with the 350Z? Are you looking for a weekend cruiser, daily driver, street/strip, or something else? Camshafts always come with trade-offs. Do you prefer a smooth idle and good driveability or a choppy idle and peak power? Let us know more about your setup and goals for tailored recommendations.
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Joined: Jun 2011
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thanks for the response, I’m looking for 350-400whp from the swap, I plan to make the z a “relatively” comfortable daily driver that I won’t be totally embarrassed to take a date out in, while also being a great track car I can take out to the track on weekends. So this means I’m going to try and have a/c. I would like a smooth idle but I don’t mind a bit of chop. Part of the reason I chose the lc9 is because of how light it is. So it helps my weight ratio. From what TSP has told me, their stage 2 5.3 can is perfect for that. I plan on keeping it n/a. All in all, I think the lc9 is perfect for handling the abuse of track racing but also being reliable enough to daily.
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Joined: Jun 2011
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Carolina Motorsports has some long straights, but also a couple tight corners. I'm leaning towards the Summit 8720R1 at the moment. Should work well with the light weight and give a broad power range in 5.3L.
What's your rearend ratio and transmission? If it's the stock 6-speed and rearend, they have a really deep 1st (3.79) and decent final drive (3.69). But, there's also a wide spread from 1st to 2nd (2.32), so you need to make some really good mid-range. The SUM-8720R1 (218/227 112+2 .600/.600) should help here, while still being able to run up to 6500rpm. It'll have a little lope, but with some work on the airflow tables, timing, and slight bump in idle rpm, should drive well and won't shake your teeth out.
Summit will probably also recommend the Cometic C5475-040 MLS head gaskets to give a slight bump in compression ratio, better quench distance, as well as minimized crevice volume. This will not only improve power across the board, but reduce knock sensitivity.
What's your rearend ratio and transmission? If it's the stock 6-speed and rearend, they have a really deep 1st (3.79) and decent final drive (3.69). But, there's also a wide spread from 1st to 2nd (2.32), so you need to make some really good mid-range. The SUM-8720R1 (218/227 112+2 .600/.600) should help here, while still being able to run up to 6500rpm. It'll have a little lope, but with some work on the airflow tables, timing, and slight bump in idle rpm, should drive well and won't shake your teeth out.
Summit will probably also recommend the Cometic C5475-040 MLS head gaskets to give a slight bump in compression ratio, better quench distance, as well as minimized crevice volume. This will not only improve power across the board, but reduce knock sensitivity.
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LS1Tech Sponsor
Joined: Jan 2008
Posts: 2,233
Likes: 1,523
From: Ohio, Georgia, Nevada, Texas
thanks for the response, I’m looking for 350-400whp from the swap, I plan to make the z a “relatively” comfortable daily driver that I won’t be totally embarrassed to take a date out in, while also being a great track car I can take out to the track on weekends. So this means I’m going to try and have a/c. I would like a smooth idle but I don’t mind a bit of chop. Part of the reason I chose the lc9 is because of how light it is. So it helps my weight ratio. From what TSP has told me, their stage 2 5.3 can is perfect for that. I plan on keeping it n/a. All in all, I think the lc9 is perfect for handling the abuse of track racing but also being reliable enough to daily.
We're certainly a fan of reducing the head gasket thickness. A .040" head gasket such as the Cometic CGT-C5475-040 will give a nice little bump in compression and reduce the quench distance—a win-win.
This will be a fun car to drive for any occasion!
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