I want MPG...
05-14-2008, 09:24 PM
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I want MPG... I've decided w/ the gas prices like they are that I'm going to change the build of my S10 motor. The truck will be driven daily. I still want to get as much power and torque as I can. Right now it's an iron 6.0 that's bored .030 over. The crank is stock,the rods are 07 Denali rods w/ arp bolts. The pistons are Diamond flattops. Thinking of L92 heads w/ Zo6 cam. Any ideas?? It will be a manual trans truck. I did one LS1 conversion on a previous S10 and got 25mpg.
05-15-2008, 09:43 PM
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Ehh....well I guess I'll say that having a stick definietly helps. Gas mileage is more about how you drive...doesn't matter if you have 100 RWHP, or 1000 RWHP...if you drive it like you stole it, forget it.
It's also about how much throttle is applied and what RPM range you are at. For the best possible gas mileage, you want to change your shifting patterns if you haven't already...something like:
1-3-5-6
2-4-5-6
Something like that anyways...the idea is to try to stay around the 2000 RPM range or so. That's normally how I drive with a stick, and if someone wants to run...you're just a downshift away
. Gears will affect you gas mileage as well...most noticeably your crusing RPM's in 5th and 6th.
It's also about how much throttle is applied and what RPM range you are at. For the best possible gas mileage, you want to change your shifting patterns if you haven't already...something like:1-3-5-6
2-4-5-6
Something like that anyways...the idea is to try to stay around the 2000 RPM range or so. That's normally how I drive with a stick, and if someone wants to run...you're just a downshift away
. Gears will affect you gas mileage as well...most noticeably your crusing RPM's in 5th and 6th. 
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05-16-2008, 07:40 AM
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A previous S10 I built for a customer w/ stock ls1 and 4l60e automatic came in at 25 mpg. The truck ran a best of 12.6 in the 1/4. Figured I'd try something different w/ MPG and see what my truck can run. I might even swap out the motor later on for a displacement on demand setup.
05-16-2008, 08:11 AM
#10
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High compression, low displacement, gearing to suit and a small cam with heads to suit.
(ie) Near to stock as possible. More power and torque = more fuel eaten.
About the only free power is from raising compression.. and maybe gearing, but there is a limit to that.
(ie) Near to stock as possible. More power and torque = more fuel eaten.
About the only free power is from raising compression.. and maybe gearing, but there is a limit to that.
05-16-2008, 08:27 AM
#11
High compression will only work if you are willing to pony up the $$$$ for premium. The best thing to do is to get it tuned properly and do as was previously said, keep it under 2000 RPM.
I think if you were to go with a tighter center cam than the Z06, it would help with those heads. With that combo, you should try getting a gear that would let you cruise around 1300 RPM at 60.
I think if you were to go with a tighter center cam than the Z06, it would help with those heads. With that combo, you should try getting a gear that would let you cruise around 1300 RPM at 60.
05-16-2008, 08:50 AM
#12
Smileage The LS7 in my CTS-V now delivers from 23.7 to 24.4 in a steady-state cruise @ 1800 rpm. Driven on a 175 mile trip with mixed conditions, city and interstate, it will average around 20.8 to 21.4. Aerodynamically, the engine is probably hampered by the V's CD. It would be interesting to see what it would do in a C6.
These are calculated mileage, from fill to fill, not DIC figures. They also reflect somewhat careful driving with no heavy throttle application.
I'm changing the gearset in the T56 to the 2.66 Camaro set, which, I believe has the .5 OD in 6th as a bonus. This may help the highway figures a bit.
The engine is an 11.23 (static) LS7 w/aftermarket reciprocating assembly (Cola/Callies/Diamond) and LPE cam (218/232 on 118*) similar to their GT11 except with profiles for the 1.8 rockers. it exhausts through 1 7/8" Jet-Hot Kooks and cats into a Corsa system.
It is milder than the LS6 at idle and unless you nail it, very docile and will pull clean from just under 1000 rpm in 6th. It doesn't produce the big numbers that a lot of folks have gotten out of their L92 builds but that wasn't my goal.
Having overbuilt cars before (and not wanting to ruin this one) I initially went more on the conservative side with the cam, rationalizing that I could always up the ante at a later date if I so desired.
The tune is by Nick Williams in Mooresville.
These are calculated mileage, from fill to fill, not DIC figures. They also reflect somewhat careful driving with no heavy throttle application.
I'm changing the gearset in the T56 to the 2.66 Camaro set, which, I believe has the .5 OD in 6th as a bonus. This may help the highway figures a bit.
The engine is an 11.23 (static) LS7 w/aftermarket reciprocating assembly (Cola/Callies/Diamond) and LPE cam (218/232 on 118*) similar to their GT11 except with profiles for the 1.8 rockers. it exhausts through 1 7/8" Jet-Hot Kooks and cats into a Corsa system.
It is milder than the LS6 at idle and unless you nail it, very docile and will pull clean from just under 1000 rpm in 6th. It doesn't produce the big numbers that a lot of folks have gotten out of their L92 builds but that wasn't my goal.
Having overbuilt cars before (and not wanting to ruin this one) I initially went more on the conservative side with the cam, rationalizing that I could always up the ante at a later date if I so desired.
The tune is by Nick Williams in Mooresville.
05-16-2008, 11:00 PM
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High compression will only work if you are willing to pony up the $$$$ for premium. The best thing to do is to get it tuned properly and do as was previously said, keep it under 2000 RPM.
I think if you were to go with a tighter center cam than the Z06, it would help with those heads. With that combo, you should try getting a gear that would let you cruise around 1300 RPM at 60.
I think if you were to go with a tighter center cam than the Z06, it would help with those heads. With that combo, you should try getting a gear that would let you cruise around 1300 RPM at 60.
