LS1 Stroker Highest Torque Yield
Thread Starter
Drifting
Joined: Apr 2005
Posts: 1,461
Likes: 378
From: Bellinum Wa
LS1 Stroker Highest Torque Yield
When building an LS1 383 Is there truly any point of gain purely for torque below 4500 rpm to changing heads or CNC port machining and/or larger valves in factory LS1 heads or is changing valvetrain equipment in the 1- 4500 rpm a waste of time and money?
Torque gains are main goal and rpm in the sub 4500 range. Compression ratio of 10.5/11.0 -1 is target for the stroker assembly and cam timing to support lower range rpm is goal
Thanks
Torque gains are main goal and rpm in the sub 4500 range. Compression ratio of 10.5/11.0 -1 is target for the stroker assembly and cam timing to support lower range rpm is goal
Thanks
Drifting
Joined: Apr 2019
Posts: 1,562
Likes: 324
From: Morristown, TN
You will make more power with better flowing heads on any motor. The cam I think would direct the torque in rpms more than head wouldnt it? A stroker motor period brings the torque in earlier than any none stroked engine.
Thread Starter
Drifting
Joined: Apr 2005
Posts: 1,461
Likes: 378
From: Bellinum Wa
Thanks for the posts.
My original 02 LS1 has 63,000 mi. Although it's not losing compression or leaking it will have a teardown and inspection with a stroker build back.
I want to increase power but raise the sleeper/mostly stock factor up without spending LS3 money but employ as much ol school cheating as I can. Meaning port work, CC the chambers 11:1 compression , larger valves, rocker assembly, torque designed cam, lifters, manifold work and decent headers to start.
If I can harness 350 ft/lbs torque at 3000-4000 rpm it will be a good baseline to work from. Horsepower will be a welcome byproduct for sure but the figure isn't important
The stroker crank and rotating is my first goal. Honestly, the fun factor here is that yes; forged or not I am not seeing a drag strip or a race track. this is a street only setup with the most accurate balance and longevity is a must. Low stress. Low cost that would pull an LS3 in a low speed top gear roll ons that would outlive an LS3 in amount of hours used. while maintaining as much of the 02 gear as possible
My original 02 LS1 has 63,000 mi. Although it's not losing compression or leaking it will have a teardown and inspection with a stroker build back.
I want to increase power but raise the sleeper/mostly stock factor up without spending LS3 money but employ as much ol school cheating as I can. Meaning port work, CC the chambers 11:1 compression , larger valves, rocker assembly, torque designed cam, lifters, manifold work and decent headers to start.
If I can harness 350 ft/lbs torque at 3000-4000 rpm it will be a good baseline to work from. Horsepower will be a welcome byproduct for sure but the figure isn't important
The stroker crank and rotating is my first goal. Honestly, the fun factor here is that yes; forged or not I am not seeing a drag strip or a race track. this is a street only setup with the most accurate balance and longevity is a must. Low stress. Low cost that would pull an LS3 in a low speed top gear roll ons that would outlive an LS3 in amount of hours used. while maintaining as much of the 02 gear as possible
Thread Starter
Drifting
Joined: Apr 2005
Posts: 1,461
Likes: 378
From: Bellinum Wa
What I'm after is "best" power at the 2-4000 range mainly and highest torque possible. That may not happen using aftermarket heads producing flow rates making huge horsepower coming in at 5500 rpm.
I do agree on using any or all flow capacity parts or work for allowing an engine to pass more air. I will need to research how and where progress is being made out there. Definitely need to research LS1 flow rates and parts used to accomplish this
Race Director
Joined: Oct 2004
Posts: 12,864
Likes: 4,669
When you say "power" that refers to highest number usually at almost 7000 rpm.
What I'm after is "best" power at the 2-4000 range mainly and highest torque possible. That may not happen using aftermarket heads producing flow rates making huge horsepower coming in at 5500 rpm.
I do agree on using any or all flow capacity parts or work for allowing an engine to pass more air. I will need to research how and where progress is being made out there. Definitely need to research LS1 flow rates and parts used to accomplish this
What I'm after is "best" power at the 2-4000 range mainly and highest torque possible. That may not happen using aftermarket heads producing flow rates making huge horsepower coming in at 5500 rpm.
I do agree on using any or all flow capacity parts or work for allowing an engine to pass more air. I will need to research how and where progress is being made out there. Definitely need to research LS1 flow rates and parts used to accomplish this
Last edited by grinder11; Aug 6, 2021 at 11:27 AM.
Thread Starter
Drifting
Joined: Apr 2005
Posts: 1,461
Likes: 378
From: Bellinum Wa
The part I made reference to was more to do with heads and real gains at low rpm versus high numbers at high rpm. An aftermarket head that will make 50 hp total may even hurt a low to moderate rpm range street motor that lives primarily below 4500 rpm. Meaning that the port size grows so much the air velocity (speed) slows down at low rpm with a big port head that is necessary for high horsepower engines. Kind of counter intuitive when you want a thumper or torque based engine
But you're absolutely right about a stroker engine. They make more torque down low but are capable of producing good HP #'s just not the peak #'s a square or over square engine would.
I would've went for an LS3 block and went over square to make it rev quickly and build big HP #'s @ 7000 but this car, this engine will be torque first, HP will not be a priority.
The physics behind moving something slower with more force is not what alot of performance builds support. Everybody does faster speeds and less force ( higher horsepower at higher speeds) in the tuner/dyno world to make bank is displacement or revs on NA engines
Safety Car
Joined: Aug 2011
Posts: 4,451
Likes: 410
From: Portland OR
AFR 205’s If you can find a set.
300cfm with an intake port smaller than a 243. So excellent velocity.
I think there is a 205 Trick Flow as well.
Truck cams are designed for torque down low. Or have a custom one designed.
A4 right? Stock stall?
300cfm with an intake port smaller than a 243. So excellent velocity.
I think there is a 205 Trick Flow as well.
Truck cams are designed for torque down low. Or have a custom one designed.
A4 right? Stock stall?
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Thread Starter
Drifting
Joined: Apr 2005
Posts: 1,461
Likes: 378
From: Bellinum Wa
Yes, it has an A4. Going to change the torque converter and final drive of 3:42. Most (pretty much all) aftermarket sources compete for the biggest horsepower #'s which build everything for the highest top end a motor will go. Only time any build seems to address maximum torque is by adding cubic inch displacement and then starting all over again by top end rpm horsepower numbers.
I'm not mackin' on builds that produce a healthy figure it's just not what street driven machines respond well to after you build them up like that. I get wanting 500 rwhp.
Last time our C5 was a 6 speed manual I would've gone an over square LS7 motor and probably 575 rwhp that would support 7000 rpm
https://www.motortrend.com/how-to/18...m-road-racing/
I'm not mackin' on builds that produce a healthy figure it's just not what street driven machines respond well to after you build them up like that. I get wanting 500 rwhp.
Last time our C5 was a 6 speed manual I would've gone an over square LS7 motor and probably 575 rwhp that would support 7000 rpm
https://www.motortrend.com/how-to/18...m-road-racing/
Pro
Joined: Apr 2019
Posts: 699
Likes: 421
From: Armonk, NY
Better flowing heads will make more power everwhere as long as the airspeed stays high. What you want to concentrate on is getting the cam right and staying with a plastic manifold. The LS2 manifold is terrible on NA setups--it is one of the worst manifolds you can put on an LS motor--at all rpm.
Run a 1 3/4" primary header--you will lose power above 5000 but will gain down low.
The cam is going to determine everything here! Something with a big LSA and negative overlap is where you will wind up to maximize low rpm power.
Pay attention to the valve job on the heads, lots of low lift airflow improvement just in the valve job,
If I was truly after torque below 5000 rpm I would skip over the NA stuff and run a small PD blower. Running a small CSA LS3 head with a ported LSA blower and the stock tiny LSA cam would be a fantastic recipe for low rpm power.
Lots of ways to skin this cat
Run a 1 3/4" primary header--you will lose power above 5000 but will gain down low.
The cam is going to determine everything here! Something with a big LSA and negative overlap is where you will wind up to maximize low rpm power.
Pay attention to the valve job on the heads, lots of low lift airflow improvement just in the valve job,
If I was truly after torque below 5000 rpm I would skip over the NA stuff and run a small PD blower. Running a small CSA LS3 head with a ported LSA blower and the stock tiny LSA cam would be a fantastic recipe for low rpm power.
Lots of ways to skin this cat
Pro
Joined: Mar 2007
Posts: 738
Likes: 226
From: Coast of San Mateo CA
i think you could achieve your goals with the stock stroke with the following.
As RonSS mentioned AFR 205s, or TFS 205s, I believe Tony @ MMS has some 205s with small valves as well.
Heads are always the Star of a well thought out build!
Custom Cam maybe even "Reverse Split" something like ~ 208"/206" ~114*+3* Hi-Lift ~.555"/.535"
This would obviously limit Peak Hp >5500 RPM, ABSOLUTELY work with someone Like
Cam Motion, Pat G, or Cam Guru of choice lol.
Ported FAST 90/92 LS2 TB (Ported Dorman ls2, or ls6)
1 3/4" LTs as mentioned (longest primaries perhaps LG?) & X Pipe.
11.0:1 Comp and TIGHT Quench.
That would out perform a 383" with so so heads and average cam as well as better mpg
due to less internal friction/piston side loading.
Food for thought perhaps.
Just my .02
As RonSS mentioned AFR 205s, or TFS 205s, I believe Tony @ MMS has some 205s with small valves as well.
Heads are always the Star of a well thought out build!
Custom Cam maybe even "Reverse Split" something like ~ 208"/206" ~114*+3* Hi-Lift ~.555"/.535"
This would obviously limit Peak Hp >5500 RPM, ABSOLUTELY work with someone Like
Cam Motion, Pat G, or Cam Guru of choice lol.
Ported FAST 90/92 LS2 TB (Ported Dorman ls2, or ls6)
1 3/4" LTs as mentioned (longest primaries perhaps LG?) & X Pipe.
11.0:1 Comp and TIGHT Quench.
That would out perform a 383" with so so heads and average cam as well as better mpg
due to less internal friction/piston side loading.
Food for thought perhaps.
Just my .02
Last edited by Navy Blue 210; Aug 9, 2021 at 04:04 PM.
