Discussion
Had the basics done, as in the Wortec exhaust etc and AP brakes.
Next step is likely to be the diff (3.9) and probably stiffer suspension springs.
Anyone had this done and whats the difference compared to standard?
Should I instead look at a supercharger and the insurance hike that goes with it?
Thanks
Next step is likely to be the diff (3.9) and probably stiffer suspension springs.
Anyone had this done and whats the difference compared to standard?
Should I instead look at a supercharger and the insurance hike that goes with it?
Thanks
I like NA for stock appearance and no out of the ordinary maintenance issues.
Heads and Cam can get you 500bhp easy. It possible with a nice combo to pull 470rwhp, which is more like 550bhp. Past that supercharging or turbo is the go.
Do a search on ls1tech.com for more info than you can handle on various combo's.
As for suspension you might be able to pick up some second hand vxr gear which will be much better than cv8 level for a nice price. Check with the sponsors.
Heads and Cam can get you 500bhp easy. It possible with a nice combo to pull 470rwhp, which is more like 550bhp. Past that supercharging or turbo is the go.
Do a search on ls1tech.com for more info than you can handle on various combo's.
As for suspension you might be able to pick up some second hand vxr gear which will be much better than cv8 level for a nice price. Check with the sponsors.
By 500 I mean FWHP, Good ported heads and a 224 cam like yours should get there, admittedly this is going by US results. With 20% loss thats 400rwhp. Im hoping mine isnt too far from there itself. So no need for a super aggressive cam at all. In fact Id stay under 230 for a daily driver and with the traffic we have here.
Tony Mamo who is a lead tech at AFR heads has a C5 corvette with a 224/228 high lift cam on I think something like a 114 LSA. His C5 has been in a few magazines and pulls over 480rwhp! That will scare a few supercharged vehicles here. Have a look at http://airflowresearch.com/articles/a for the full details.
Basically a FAST90 intake and throttle help as the intake becomes the restriction on the stock engine pretty quickly. Also careful choice of exhaust also helps.
There are also plenty of other guys running well over 400rwhp with stock engines. Here is a recent example www.ls1tech.com/forums/showthread.php?t=555977 take a look at Patrick G's setup, he pulls over 475rwhp which equates to around 560fwhp! Again with a 224/228 cam, good heads and intake.
Getting air into and out of a naturally aspirated engine is the key. Apparently the Fast90 intake is worth 20rwhp itself. Id like one but they cost a bundle and can have sealing issues. Maybe one day..
Tony Mamo who is a lead tech at AFR heads has a C5 corvette with a 224/228 high lift cam on I think something like a 114 LSA. His C5 has been in a few magazines and pulls over 480rwhp! That will scare a few supercharged vehicles here. Have a look at http://airflowresearch.com/articles/a for the full details.
Basically a FAST90 intake and throttle help as the intake becomes the restriction on the stock engine pretty quickly. Also careful choice of exhaust also helps.
There are also plenty of other guys running well over 400rwhp with stock engines. Here is a recent example www.ls1tech.com/forums/showthread.php?t=555977 take a look at Patrick G's setup, he pulls over 475rwhp which equates to around 560fwhp! Again with a 224/228 cam, good heads and intake.
Getting air into and out of a naturally aspirated engine is the key. Apparently the Fast90 intake is worth 20rwhp itself. Id like one but they cost a bundle and can have sealing issues. Maybe one day..
Edited by ringram on Tuesday 15th August 14:43
Thanks Rich I guessed you meant 500FWHP. I am currently at 385rwhp which is about 470 fwhp I believe, so still short of the 400 - 420rwhp which is what I thought we would achieve but I want to keep good grunt as well and not just chase peak HP as you say, for every day real world winning performance.
IIWM, I'd keep the engine completey stock & fit the 490bhp s/charger for £3k. I had no engine problems at all other than a seized pulley bearing. Good fuel economy as well
When s/c were much more expensive, I could understand the alternatives, but prices are now so much cheaper. Unless you love tinkering with engine internals!
When s/c were much more expensive, I could understand the alternatives, but prices are now so much cheaper. Unless you love tinkering with engine internals!
Le Sarthe said:
A57 - fair point but at the time I started I was not going to go too far! and s/c were out of my range.....
Sure, S/C was c.£10k then!
I started down the same route on my first HSV, but realised that ultimately I really wanted c.500bhp+.
The problem is you can spend big £'s by tuning in stages, as most people do. Ultimately, it would be cheaper to just fit a blower in the first place.
Also, I really liked the way the stock LS1 felt to drive, I just wanted more power. So the s/charger was perfect as the power delivery was so linear & felt more like a n/a engine. Personally, I didn't like the GTS-R (Calloway tuned) power delivery. I drove one for 4 days & found it far too "camy".
A benefit with the s/charger & stock engine route is that mpg is the same or better, on a like for like basis. This was important to me as I did use the HSV as a daily drive. Of course you don't buy an HSV or Monaro for high mpg, but it helps if the consumption is sensible & I used to average 25mpg.
Reliability should also be fine as c.500bhp for a stock LS1 isn't an issue.
ringram said:
You cant beat a lumpy cam on full throttle for the best sound though.
Also a bubbly idle is nice.
Also a bubbly idle is nice.
Oh yes you can
ringram said:
That will scare a few supercharged vehicles here.
Not me
only messin...
If you want to stick n/a, then the most important part are the heads. Dont skimp on these if you want to make power, as they really are the key.
Obviously exhausts, inlet and of course camshaft will be as important. But LS1's breathe extremely well, and wont dissappoint.
Richard...there are alternatives now to the FAST. I seen links, of similar intakes, for a good bit cheaper than the FAST version. Havent looked into it much though, but I know they exist.
Diff seems a cert.
Anyone got the wortec adjustable suspension upgrade? or have you just gone for stiffer springs?
This is another option www.racelogic.co.uk/ which comes with a 'start' option. Kind of interesting to give control but thats what the right foot is for?
Anyone got the wortec adjustable suspension upgrade? or have you just gone for stiffer springs?
This is another option www.racelogic.co.uk/ which comes with a 'start' option. Kind of interesting to give control but thats what the right foot is for?
Agreed Stevie, heads and intake for NA. The LS6 thats on all the holdens post about 2001 is very good. But the Fast is better. Ill post my dyno results up shortly once I make it down there.
My mileage is the same or better than stock due to sensible cam choice, higher compression 11:1 and better chamber design in the dart heads. I get around 400 miles to a tank on the motorway easy. Plus well over 300 in mixed driving.
My mileage is the same or better than stock due to sensible cam choice, higher compression 11:1 and better chamber design in the dart heads. I get around 400 miles to a tank on the motorway easy. Plus well over 300 in mixed driving.
Decision time.
have decided on getting the 3.9 diff upgrade and gone for the very un Monaro upgrade of the Race Logic Traction Control. Was not totally convinced on the traction control but having read a lot of positive reviews (and no negative) think its for the best, especially with the new diff. Mr sensible head has decided that the LCD version will give safety in the wet and fun in the dry with the entertaining diff. Apparently it means you can do full power all the time on corners (but not going into them) so cold wet roundabouts won't be quite as bad.
Will post what its like once its done
have decided on getting the 3.9 diff upgrade and gone for the very un Monaro upgrade of the Race Logic Traction Control. Was not totally convinced on the traction control but having read a lot of positive reviews (and no negative) think its for the best, especially with the new diff. Mr sensible head has decided that the LCD version will give safety in the wet and fun in the dry with the entertaining diff. Apparently it means you can do full power all the time on corners (but not going into them) so cold wet roundabouts won't be quite as bad.
Will post what its like once its done
Initial reaction on the mention of traction control was surprise, but since somebody else posted with their intention to go with this modification I thought I would do some research. Looks interesting, please keep us informed of results. Where will the digital control be mounted in cockpit, is it possible to utilize some of the wasted space under the hand brake as you will be losing the standard t/c switch. Personally not altering the diff as saving up for and cowardly awaiting sometime longer term reviews on LSV charger.
Who wants traction control?
The benefit of the HSV GTS's is that its a switch which you can set to off and it remains off. Thats how mine is. Why do you want traction? Whats the point of a RWD V8 if you are going to reduce power to the rear so that you retain traction all the time?
"Maybe" in snow it could be useful, but for 95% of the year I vote leave it off.
The benefit of the HSV GTS's is that its a switch which you can set to off and it remains off. Thats how mine is. Why do you want traction? Whats the point of a RWD V8 if you are going to reduce power to the rear so that you retain traction all the time?
"Maybe" in snow it could be useful, but for 95% of the year I vote leave it off.
ringram said:
Who wants traction control?
The benefit of the HSV GTS's is that its a switch which you can set to off and it remains off. Thats how mine is. Why do you want traction? Whats the point of a RWD V8 if you are going to reduce power to the rear so that you retain traction all the time?
"Maybe" in snow it could be useful, but for 95% of the year I vote leave it off.
The benefit of the HSV GTS's is that its a switch which you can set to off and it remains off. Thats how mine is. Why do you want traction? Whats the point of a RWD V8 if you are going to reduce power to the rear so that you retain traction all the time?
"Maybe" in snow it could be useful, but for 95% of the year I vote leave it off.
TC is useful if you're short of a pound
and can't afford tyres as you've spent it all on S/C 
and the like Try containing 580bhp with 523lbft at 2600rpm right thro to 5000rpm on a wet roundabout or wet circuit and you may reconsider.If you take time to set up Racelogic system you will be quicker every time in the correct setting.Bear in mind that you have 5 options of slip,and OFF if dry weather.
Edited by pomona on Tuesday 22 August 15:16
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