Finalizing LS2 Build and Need some expert help
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Staging Lane
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Finalizing LS2 Build and Need some expert help With input from several sources and with the help of the Alan Tripp Calculator for SCR/DCR. I'd like some opinions form those with true knowledge of what these things mean and how they affect perfomance and drivability.
http://www.alantripp.com/VE Calculat...igy Lookup.xls
2003 Z06 with LS6 intake and ported TB for now, and LT headers with hi flow cats and no mufflers
LS2 4.03 bore/4.00 stroke (408 cu. in.)
Cam 238/242 .605/.610 112 +4
Dart 225 milled to 59 cc chambers
Mahle 12 cc dish piston (.010 out of the hole)
.045 Cometic gasket
The calculations I get are:
quench .035
SCR 11.14:1
DCR 8.44:1
IVC 47 at .050
EVO 57 at .050
Overlap 16 at .050
Bumping the LSA to 114 will decrease DCR to 8.35 and overlap to 12 while increasing IVC and EVO 2 degrees.
I drive the car daily but put about 25% of the miles on the car on a road course like Sebring running rpms 3500-6800. I don't mind a good lope, but do not want stalling. A proper functioning a/c is of utmost importance.
So, what do you think? Any cam changes? Any milling or gasket changes? Also, will flycutting be needed? Thanks.
Bill
http://www.alantripp.com/VE Calculat...igy Lookup.xls
2003 Z06 with LS6 intake and ported TB for now, and LT headers with hi flow cats and no mufflers
LS2 4.03 bore/4.00 stroke (408 cu. in.)
Cam 238/242 .605/.610 112 +4
Dart 225 milled to 59 cc chambers
Mahle 12 cc dish piston (.010 out of the hole)
.045 Cometic gasket
The calculations I get are:
quench .035
SCR 11.14:1
DCR 8.44:1
IVC 47 at .050
EVO 57 at .050
Overlap 16 at .050
Bumping the LSA to 114 will decrease DCR to 8.35 and overlap to 12 while increasing IVC and EVO 2 degrees.
I drive the car daily but put about 25% of the miles on the car on a road course like Sebring running rpms 3500-6800. I don't mind a good lope, but do not want stalling. A proper functioning a/c is of utmost importance.
So, what do you think? Any cam changes? Any milling or gasket changes? Also, will flycutting be needed? Thanks.
Bill
Last edited by Dr Chill; Jun 18, 2006 at 10:04 PM.
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Staging Lane
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This calculator gives the same SCR (11.13) as the one I used.
http://www.rbracing-rsr.com/compstaticcalc.html
http://www.rbracing-rsr.com/compstaticcalc.html
Last edited by Dr Chill; Jun 18, 2006 at 10:05 PM.
Two things, both relatively minor: When they mill heads the angles to the intake manifold change which can cause misfit especially with FAST.
In that you are going to run road courses I would consider a C6 oil pan as it is much better re oil starvation in corners.
In that you are going to run road courses I would consider a C6 oil pan as it is much better re oil starvation in corners.
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Staging Lane
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Originally Posted by See5
Two things, both relatively minor: When they mill heads the angles to the intake manifold change which can cause misfit especially with FAST.
In that you are going to run road courses I would consider a C6 oil pan as it is much better re oil starvation in corners.
In that you are going to run road courses I would consider a C6 oil pan as it is much better re oil starvation in corners.
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Staging Lane
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A general question, if you head has a relatively good flowing intake and a mediocre exhaust flow, would you benefit from increasing the split in the cam durations?
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Originally Posted by Dr Chill
Thanks for the heads up. I'm definitely going with the C6 pan for the reasons you gave. What should be done to the heads so I can upgrade to the FAST setup in the future without removing the heads at a later date?
Can the head guy address the angle of the mill?
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Staging Lane
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According to Dart, for each cc you want to reduce, you should mill .0055". So to drop to 59cc, based on their claimed volume I must mill 3cc or .0165". Should that affect the intake seal if the mill is straight accross the head?
Originally Posted by Dr Chill
According to Dart, for each cc you want to reduce, you should mill .0055". So to drop to 59cc, based on their claimed volume I must mill 3cc or .0165". Should that affect the intake seal if the mill is straight accross the head?
I gave up on a FAST so I am not an impartial observer.
You will also need some ~>40# injectors.
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Staging Lane
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Am I miscalculating quench? Isn't it basically the distance between the flat top of the piston to the chamber? For a .045 gasket and a .010 hole, should it be .055 rather than .035 since the piston is .010" in the hole?
Originally Posted by Dr Chill
Am I miscalculating quench? Isn't it basically the distance between the flat top of the piston to the chamber? For a .045 gasket and a .010 hole, should it be .055 rather than .035 since the piston is .010" in the hole?
Originally Posted by Beast96Z
The piston should be around .010" OUT of the hole if done right. That would give you .035".
Some calculators ask for out of the hole value and with others you can deduct out of the hole from gasket thickness.. One way or the other it is a big player.
I would highly recommend going with a narrower LSA and having less advance ground in. This will build more mid-range torque and will allow your motor to hold power longer past peak hp (since your overlap will be more centered over TDC). Advancing the cam 4 degrees biases the overlap to the exhaust side of TDC and will make your motor run out of breath sooner.
More like: 238/242 .605/.610 110LSA (+1)
More like: 238/242 .605/.610 110LSA (+1)
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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Staging Lane
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My engine builder recommended a well known west coast cam builder. He took all my head flow numbers and engine info, along with intake info. Plugged that in his computer along with my general usage and rpm range. The cam he came up was: 236/246 .624/.610 112 +2 or +4. He expected peak hp around 6200-6400 rpm. The lobes are different shapes and are their own proprietary design.
From the info I got from several builders of LS2 motors using the Mahle pistons is a deck height of .005-.012 out of the hole depending on whether the block is decked or not.
From the info I got from several builders of LS2 motors using the Mahle pistons is a deck height of .005-.012 out of the hole depending on whether the block is decked or not.
