does anyone know anyone that has switched to a carburated setup in their c6?

 

Why would anyone want to? I had two carbed v8 powered s10's that were nothing but trouble, i spent more time tweaking the carbs than driving them.

 

I do have a friend in MD who is running an LS1 in an F-Body w/ a Victor Junior manifold topped with a throttle body, using speed density tuning. He picked up 45 HP over a FAST intake (on the juice).

You MIGHT be able to do something similar on a C6 with an aftermarket hood.

No way would I run a carb over a throttle body though.....

 

Maybe put a solid rear axle and drums brakes all around too

 

 

from this it appears the ls2 with carb can produce more power with less headaches. most likely tm/tc/ah would no longer be functional.

from GM High Tech Performance

carburator
"The results are in-the L92 heads and carbureted intake rock! They produced 545.8horses at 6,900 rpm and 453.8 lb-ft of torque at 5,200 rpm. The L92 carbed intake givesup some torque down low-no surprise there-but it gains it back on the top end with apeaky power band. This is your race car intake, folks, no questions about it."

efi
"The assembled LS2 engine with the L92 heads and L76 intake looks very stealthy. Inthis form, the LS2 produced 546.8 hp at 6,500 rpm and 494.9 lb-ft of torque at 5,000 rpm.The short runners of the L76 intake and the good low-lift numbers of the L92 headscreated an outstanding torque curve. This would be the hot setup for your typical full-weight street car."

http://www.gmhightechperformance.com...dyno_test.html

from gm performance parts.

"GM Performance Parts has taken one of our LS2 engines and added to it a blast from the past –our LS1 4-barrel intake manifold!"

"Based on the LS2 engine, the LS 364/440 ships with an aluminum LS block, which has a deep-skirt and six-bolt mains. Other features include lightweight flat-top pistons with a 10.9:1 compression, powdered-metal rods, and a nodular iron crankshaft. The LS6-style cylinder heads are truly high performance pieces that deliver large amounts of air to the awaiting engine. The camshaft specs out with .500/.500" lift numbers, and has been specifically designed to work with the LS Family."

"The LS 364/440 is rated at 440 horsepower and is a true blending of new technology with a proven air/fuel induction piece."

http://www.gmperformanceparts.com/En...2134&engCat=ls

 

Ummm.....whats a carburator? lol

But seriously.........why????????

 

it's the a-list version of a carburetor.

namely to build more power and too remove the computer from being able to control the engine output.

 

It's more for racing or custom build applications. Like putting an LS series engine in a dune buggy and you don't want all the computers and harnesses. Or drag racing, circle track w/ a spec carb ...

The normal street vette, no, you'd want to stick with FI.

 

Not more power... I think they are just listing GROSS horsepower numbers instead of NET. Yank a BONE STOCK EFI LS2 out of a 2007 Corvette, put it on an engine dyno without all the accessories in place (thus giving you your 'gross HP' measurement), and you'll see 440+ gross HP out of it too.

I think the only reasons to use a carb instead of an EFI system is if you want to avoid using/setting up a computer, and cheaper initial cost -- not increased HP.

 

interesting enough, the gmpp catalog lists the ls2 with efi at 400 and the ls2 wih carb at 440.

efi might be the cool current tech but it's much harder to make the same amount of power that can be achieved with a proper carb setup.

with a carb you no longer use the maf or map sensors, no more long/short term fuel trims, no more need to adjust injector pulses, etc. etc.

apparently this has been done to the ls1 with some pretty good results.

but like it was mentioned earlier, i'm not sure it will fit under the hood, especially if i get aggressive with the intake (runners, spacer, air gap, etc. etc.).

 

Hmmmmmmmm....

A Holley 850 CFM double pumper sitting on top of a Weiand LS-design intake manifold....

I can see the gas gauge going down now...

 

On my last carbed v8 powered S10 i got a wonderful 6mpg!

 

yep to both. i like the 4150 series (mechanical secondaries). get a baseline then let the rejetting, etc. begin.

just didn't know if anyone had already done it. i'm kinda interested in some gotchas before i begin specing out a build.

i realize ecm control would be eliminated but what else would be effected? the tm crowd believes the trans. is computer controlled, so how would a carb setup effect that? the tc, ah, comp modes would be effected, which uses the abs, so would a carb simply disable those functions but leave the abs? would the differential be effected? would the f55 no longer function, etc. etc. etc. bunches of questions and research.

 

Uhhh What

 

Says who?

First, electronic fuel injection has been around for many moons. It's not the "cool current tech", it's the gold standard. As has been previously pointed out, most racers who run carbs do it because of the rules, not by choice.

Second, it's much harder to achieve the "proper carb setup" to start with than EFI, and then it's even more difficult to adjust it to changing track conditions. With a carb, you typically have a choice of changing two jet sizes --- primary and secondary. You have to change them with hand tools, not a keyboard. Once the jets are in the carb, there is no dynamic adjustment for air temp & density, the way there is with EFI. With a carb, you adjust your air/fuel curve with little springs and cams, not with an extremely detailed digital table. With a carb, adjusting the A/F mix for a nitrous hit is a nightmare. With EFI, it's much easier.

Third, most of the gains that result from carburetor applications come from the intake design, not the carburetor itself. Just because the L92 carbed intake produced a bit more power than it did with EFI in one dyno testing session doesn't mean much. THe results could be just as much about the tuner as about the hardware. Also, I always tend to question glowing magazine reports about GM products and performance packages. There's usually more than a little sponsor hype that creeps into the equation.

I don't doubt that under ideal conditions, it's possible for a carburetor to outperform a throttle body during dyno tests. But until I start seeing winning racers running them en masse, and beating the competition, my Holley Dominator is staying in the box where's it been for the past 10 years.

 

Pass everything on the road but a gas station

NASCAR still uses carbs.....

 

You would give up not only fuel mileage but also that broad torque curve and a smooth idle in spite of a high lift cam. Not to mention emissions, if you have testing in your area.

 

Where's shopdog when you need him?