When upgrading to a performance cam, an AFM Delete Kit is strongly recommended. If the valvetrain is in good condition, an AFM Disabler can turn the AFM off. It's good for gas mileage, but not for performance. The LH6 and LC9 are equipped with Active Fuel Management (AFM). Converting to roller rockers is recommended for cams over 0.600 in. High spring pressure (over 475 lbs.) can pull the bolts out of the cylinder head. Upgrading to Full Roller Rockers is another option. A Trunnion Upgrade Kit should be installed when you upgrade the valvetrain. The trunnion bearings in the stock rocker arms are another known weak point. For those on a tighter budget, an LS3 cam and LS6 valve springs alone can make 50 extra horsepower. Titanium retainers are another option to reduce Valve Float. Spring Kits are available for typical 0.600 in. Performance valvetrain parts from the LS1, LS2, and LS6 fit these heads. In addition to valve springs and rockers, the cam needs to match the compression, torque converter, rear-end gears, etc. It reduces hot spots in cylinder #7 that cause the piston rings to butt and crack the piston. Some also go from a 15 degree to a 13.5 degree valve angle for even more power.Ī 4-Corner Steam Kit is another smart upgrade. A wide range of runner and chamber volumes are available. The heads flow better and have thicker decks to maintain head gasket seal. There are many Aftermarket Heads available. For high rpm engines (7,000+), LS3 intake valves are lighter and can be cut to fit. and CNC porting adds more compression and airflow. The cathedral port cylinder heads are similar to the LS2 heads and make good power. The chart below lists standard specs compared to common performance Rotating Assemblies. With domed pistons and mid-range cam, compression around 11:1 range is possible on pump gas. stroke crankshaft costs about the same and increases displacement. Upgrading to a Forged Crank early in your build will save you the headache later. If you’re getting forged pistons, upgrade to Forged Connecting Rods at the same time.Įven though it’s cast, the crankshaft can handle about 900 hp. A set of Forged Pistons should be high on your priority list. They will crack in high horsepower engines. The stock pistons are a known weak point. This prevents the piston from rocking at BDC and scraping up the skirts. When stroking, choose a piston with minimal skirt taper. When bored and stroked, displacement can be as high as 383 c.i.d. The cylinders can be safely bored to LS1 size for low boost applications. The thick cylinder walls are great for high boost applications. There are tons of performance parts available, and most will bolt right on.īelow are some upgrades that will improve the performance of the LH6, LC9, LH8, and LH9 engines. 4, 5.3L, aluminum engines also had cathedral port heads, similar to the LS1, LS2, and LS6. This means they can be easier to find than some other engine models. These engines were also available in a wide range of popular vehicles. They also have thick cylinder walls, which are good for strength and durability. The aluminum block 5.3L engines are light weight. On a stock engine, the following upgrades can improve performance and fuel economy:
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