Texas Speed & Performance Receives 6.2L LT1 Engine for Testing!
Thread Starter
Joined: Nov 2001
Posts: 4,399
Likes: 5
From: Lubbock, Texas
Texas Speed & Performance Receives 6.2L LT1 Engine for Testing! Our 6.2L LT1 engine arrived today for testing! This is the GM crate engine, and it comes fully assembled intake to pan with a flex plate installed. Our engine dyno harness will be in our hands on Friday, and we will start the engine dyno testing soon after! As you can see, there are LOTS of changes to the engine. We are going to baseline the engine on our Superflow 902 engine dyno before we begin the tear down and testing parts. Like all of the other LS-based engine platforms, we will develop a TSP line of camshafts, PRC cylinder heads, TSP long tube headers, and other parts that will keep you busy with your new 2014 Corvette. 
You can click on the link below for some detailed pictures of the engine.
Stay tuned for more information and dyno videos!
Thanks!
Trevor
Texas Speed & Performance
http://s851.photobucket.com/user/Tex...0Engine%20Pics
You can click on the link below for some detailed pictures of the engine.Stay tuned for more information and dyno videos!
Thanks!
Trevor
Texas Speed & Performance
http://s851.photobucket.com/user/Tex...0Engine%20Pics
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Very nice guys.
Looking forward to the results.
Are you going to mess with the tune once the baseline is done?
Or just start pulling it apart?
IMO you should mess with the tune to see what gains are in it pre physical changes. We might be surprised how much is left on the table. The old LS1 had over 10% in it tune changes only IIRC.
Im guessing it can be leaned out a lot. Maybe 14:1 AFR
Someone is going to be very busy for a long time with cam, head, tune changes.
I imagine there is going to be hours of learning just with the tune only so it would seem to make sense to hold other variables fixed while getting to understand the ECU and tune changes first. Otherwise how can you empirically draw any conclusions?
Looking forward to the results.
Are you going to mess with the tune once the baseline is done?
Or just start pulling it apart?
IMO you should mess with the tune to see what gains are in it pre physical changes. We might be surprised how much is left on the table. The old LS1 had over 10% in it tune changes only IIRC.
Im guessing it can be leaned out a lot. Maybe 14:1 AFR
Someone is going to be very busy for a long time with cam, head, tune changes.
I imagine there is going to be hours of learning just with the tune only so it would seem to make sense to hold other variables fixed while getting to understand the ECU and tune changes first. Otherwise how can you empirically draw any conclusions?
Subscribed. What do you think the HP limit is for the stock injectors. Are there aftermarket/bigger ones available? How is tuning affected or different with direct injection?
Last edited by AnotherWs6; Sep 12, 2013 at 10:42 AM.
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Very nice guys.
Looking forward to the results.
Are you going to mess with the tune once the baseline is done?
Or just start pulling it apart?
IMO you should mess with the tune to see what gains are in it pre physical changes. We might be surprised how much is left on the table. The old LS1 had over 10% in it tune changes only IIRC.
Im guessing it can be leaned out a lot. Maybe 14:1 AFR
Someone is going to be very busy for a long time with cam, head, tune changes.
I imagine there is going to be hours of learning just with the tune only so it would seem to make sense to hold other variables fixed while getting to understand the ECU and tune changes first. Otherwise how can you empirically draw any conclusions?
Looking forward to the results.
Are you going to mess with the tune once the baseline is done?
Or just start pulling it apart?
IMO you should mess with the tune to see what gains are in it pre physical changes. We might be surprised how much is left on the table. The old LS1 had over 10% in it tune changes only IIRC.
Im guessing it can be leaned out a lot. Maybe 14:1 AFR
Someone is going to be very busy for a long time with cam, head, tune changes.
I imagine there is going to be hours of learning just with the tune only so it would seem to make sense to hold other variables fixed while getting to understand the ECU and tune changes first. Otherwise how can you empirically draw any conclusions?
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Thread Starter
Joined: Nov 2001
Posts: 4,399
Likes: 5
From: Lubbock, Texas
Yes, we have the ability to make tuning changes. Obviously, the LT1 is a complete new engine, specifically with direct injection, so it will be a different beast from the conventional LS engines. We will be making different tuning changes with the engine in stock form to see how it responds. You are correct that you have to hold all other variables constant as you make changes to know how each change really affects the overall power curve. We will have a LOT of hours in testing on this engine, and it will have hundreds of WOT pulls by the time we are done testing everything. So, it should be some good durability testing as well. 
We will keep everyone posted as things progress!
Trevor
Texas Speed & Performance
We will keep everyone posted as things progress!
Trevor
Texas Speed & Performance
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I'm not familiar with all the details of the crate engines. Does it have some special calibration? How are you going to run it on the dyno without it going into fault mode? If you're running the factory PCM you'll have to unlock all the manual controls buried in there for injector pulsewidth, start of injection, cam phasing, etc to easily control it.
What kind of dyno do you have? Do you have cylinder pressure sensors and combustion analysis available? Can you motor it for friction testing on your components? Are you setting the backpressure in the system to simulate the vehicle?
Depends whether you're willing to hit the piston and wall with fuel or not.
What kind of dyno do you have? Do you have cylinder pressure sensors and combustion analysis available? Can you motor it for friction testing on your components? Are you setting the backpressure in the system to simulate the vehicle?
Depends whether you're willing to hit the piston and wall with fuel or not.