I have always been a fan of the DZ-302. In full race trim, they ran the motors up to 10-12k rpm (from what I heard).

Anyway, I was wondering what a modern LS2 could become if destroked. Not displacement wise, but power and power curve wise.

Also considering the availability of high tech springs, valves, etc, the higher rpms could be reached without exotic one off pieces in the heads (considering titanium retainers are pretty common now). Maybe a 5.3L LS crank, custom length rods, custom 11:1 pistons......

Just a thought.... like an indy engine in a street car. Also considering the C5 is not that heavy, with a medium diet, a high reving motor could be fun in one. Plus at the higher displacement, low end torque would not really be a problem.

Anyone else think of weird stuff like this?


Just realized I put this in the wrong section, sorry! > me

 

This is a cool idea. Anyone have any answers for this?

 

I beleve you will run into some limitations with the stock PCM once you get past 8000 RPM. I guess you could always use a stand alone system.

 

didn't think of that, but you are most likely correct.

I do think it would be much wiser to use a stand alone also due to the entire characteristics of the engine being changed. This reminds me that a completely custom grind cam would be necesary as well.

 

why dont more people run standerlones anyway? just wondering because on most aplications i have seen they make more power than a remapped stock ECU.

i think it would be a very nice "little" engine.

thamks Chris.

 

Cost, I assume. I think BS3 is over 2k. If the stock ECU will handle their goals, people stick with it

back on topic, i'm all in favor of a de-stroked LSX. Even if the stock ECU will handle 8000, that's a lotta RPM to play with. 10-12k would be amazing, but I can live with 8000 all day

 

Ya know, I think I might have to give it a try this year if I can find the time.

I think it would be a good way to show off another product I have in mind too.

I think it might work out ok if the ecu is reprogrammed. I am not sure what the engine would rev to in the end. I would have to have the rotating assembly tested by my rebuilder to find out. 10,000 or even 9,000 in a V8 would be one of the toughest sounds ever heard on the street. If the harmonics are ok and it will handle 10-12k, that would sound like an indy car, and I think I could live with that....

Even if it only made 420hp, the sound alone would be intimidating as hell. But if it is mapped right, and with the right valvetrain, I think it could make 500 or more, with a sacrifice at the bottom end. But then again, you can set the idle at 1500 or more.

I think 8-9500k would have less sacrifice down low, and more midrange power as well.

Anywho, we'll see if I actually get to try it this year. And if I do, you know I'll post results.

 

GM Racing on their three Cadillac's, run 331's to 7,800-8,300 rpm's. I think they are now maxed at 7,800 rpm's.

They sound really mean and nasty. It was actually just about the first thing anyone noticed.

I am postive over 8,000 rpm's you will need a different computer. No tables. I do know under that, the stock pcm has been used by at least couple of teams.

Cadillac won SCCA PRO Series last year.

Brent

 

Cost and interfacing into the stock electronics is what hold many people back.

 

That sounds promising enough to me. 7,800 rpm in a V8.......

 

you're not going to try this with a hyd. setup, are you? I think 8000rpm's it too much for a hydralic lifter to handle.

I could live with setting the valves ever 20k miles or so (solid roller).

 

At those kinds of RPM's (8000+) you will also need to look into a better oiling system than the stock one. Spinning things that fast does lots of damage real quick when your oil system fails.

 

LT5s can spin to 8000 rpm - this is the real redline of the motor, it was limited to 7200 rpm to preserve the life of the accessories, and the fact that the stock header-cats limited power over 6500 rpm. If that old-*** ecm can compute to 8000 rpms, why wouldn't a newer high tech version be able to go further (with tables of course)? As for lifters, it uses hydraulic, but it is DOHC, not pushrods.

 

Solid would be a must. I also could live with adjusting the valves every 10k (to be safe).

 

I've designed dry sump and Vacuum sump systems before. Not too intimidating.

I have been thinking about this for a while, and was thinking about some of the following things

Custom grind billet cam w/solid lifters

Behive springs (8k) or duals with titanium retainers (10k)

Stainless valves

mild port job

Lift off valve covers

new sheet metal oil pan with lower profile. Thinking dual electric pumps. Not sure if I'd do dry sump, or even vacuum for that matter but it would make a difference at that range. Honda F1 engineers pulled an extra 75-100 hp by switching to Vacuum sump at 20k rpms (of course they made 650 hp before that)

under drive pulleys, to make up for the higher revs.

8 individual throttle body intake.

timing chain upgrade (not much thought put into this but a big factor)

ignition system upgrade

Fuel system upgrade (bigger lines, rails injectors and FPR)

Also thought about deburring the block, probably cryo treating it and the rotating assembly.

Already talked abotu the rotating assembly, 5.3 crank LS2 block, etc.

Any other thoughts?

Honestly I'd like to see 10k on the street.

Drivetrain wise I think mid to high rear end gears and a perf clutch should be fine.

I'm taking notes people!!!!

 

sooo, 10k it is. jerk


10k is cooler tho,

 

talk to LG motorsports about de stroking.... they would know best

 

cool, I will talk to them for tips, but I think this is going to be a garage project of mine.

 

I believe 9k has been done before, but you're certainly going to need an improved oil system, dry sump at the least.

BTW, SS valves aren't going to cut it if you're going to try this. Ti is a must!

 

well, best to be safe than sorry. I think SS would make it, but I know ti would.

glad to add it to my list, any donations?

be it info or $$, it will be gladly accepted!