Yeah, I know I own a C5, but I figured more people in this section would appreciate the dyno results rather than the guys in the C5 section with the tiny engines

Built an LS3 for my 2002 C5 Z06, the setup is:

LS3 block, decked .006"
Stock LS6 crank
Eagle 4340 6.125" rods
Mahle 4.070" bore pistons, -4cc valve reliefs, 1.314" CH
TSP LS3 CNC heads, milled .040" for 65cc chambers, reshimmed springs to .075" from coilbind
Stock LS3 headgaskets
Static Compression is ~11:1
LS3 intake, injectors, rails (lower curve unported, upper curve ported)
LS3 throttle body, unported
230/234 .613/.598 114 +2 comp cam (spin's cam)
Vortex ram air intake
Volant air bridge
TPIS 1 3/4" headers
Magnaflow off road X pipe
Stock Ti catback
4.10 gears in the diff

The lower numbers are cam installed with 112 ICL, the higher numbers are cam installed at 109 ICL for higher DCR and ported LS3 intake. FWIW cranking compression numbers are 112 were 205-215 psi, cranking compression numbers on 109 were 220-230 psi. DCR is ~8.2 with 112 ICL, ~8.4 with 114 ICL.

Leakdown on all holes is 2% or less cold.

 

I had the TPIS on my 700rwhp C5 and had a huge 20+rwhp pop from better headers. I dont want to start a header war so I'll leave it there.

Its also best to use thinner gaskets before milling heads to not lose off the heads performance. Thinner gaskets also reduce quench area allowing more timing in the tune on the same octane for a given compression.

4.10's eat 10rwhp on the dyno.

The TQ looks great and for those who can afford the piston to valve clearance (you have releifs) the power will benefit from going up to 11.7:1 static or about 8.7 DCR. In all taking these factors into account, your numbers are in line with the averages. I wouldnt stop there. Some changes will get you really close to 500rwhp. Adjusting for gears, youre at 460/440 now. Not bad.

 

I thought about going with thinner gaskets but with the .006" off the block I'm at .051" - .016" = .035" quench at the moment and I wasn't brave enough to try .025" or .030"! I also thought about maybe milling the heads some more to try to get 61cc or so which would put me at about 11.5:1 but then I run into having to cut the intake to get it to fit properly and at that point I'm not sure if the deck would be thick enough to seal the gaskets.

FWIW a local shop which suggested advancing the cam a bit to get a better street power curve also made your suggestion about the headers and thought that there was similar power in them. I think that is the next step!

 

Oh, one more thing that is small but I left off:

I dynoed with C6Z06 repos that are 8-10 pounds each heavier than my stock C5Z06 wheels.

 

Now that is not good.

 

Looks like the cam takes the extra advance with minimal or no loss of top end. Spin, have you tried it on a 110 ICL in your C6 testing?

 

There is a loss in high end....it peaked at 460rwhp on an LS3. What you see on a dyno sheet is a colaboration of peaks. If you had a 224 114lsa cam in there, it would still appear to peak in the same place from the fixed length intake manifold runners. It would make more TQ and slightly less HP (what he got) but the HP peak is still going to be at 6300 which is exactly where this build peaked....but a bit lower than other installs that used this cam. Even gaining 15-20rw from better headers is still 15-20+ under the cam's average power. Moving the power band down 200rpm makes its peak at 6100 or so but the additive nature of the peaks shows a broader peak over a wider rpm than had it coincidentally peaked at 6300.

In an LS3, the limitation is fitment. Advancing it takes away from P/V clearance just like milling/thinner gaskets do. Compression does this without lowering the power band as advancing does.

This engine has reliefs in the pistons so it isnt an issue. Those having to fly-cut would want to limit the depth of the cut. If I recall its .006" for each degree advance.

The -4cc for the pistons is where he lost some power and more than makes up for the advance he dialed in to get back to where a stock piston LS3 normally sees. Had I been in contact and knew he was using pistons with releifs, I would have suggested the use of mah bigga LS3 cam.

 

Congrats Andrew, u ready to get drug yet?

Spin, will this cam be too large for a LS1? If so, do you have a smaller version of it that would work as well in a LS1 (lots of power, stock like driveability?). I want to get my girl a cam in her FRC, but she doesn't like what she calls lopey or shakey.

 

It would work fine but if you have TF215 heads I have a sick cam thats only 5 degrees overlap and hits near 500rwhp. For stock heads (241) I would say to use this one but dont expect more than 410rwhp. If you use 243's its 420rw. Ported 243's can hit 450rw with a FAST.

This 230/234 cam has lope.

 

thats great news, does this cam have a lot of cam buck or surge under certain rpms? Also, i think she has the older heads than the 241s, its a 1999... Andrew is a good friend and told me it had the older non upgraded LS1 heads on it. Not sure its worth camming it and not replacing the heads. I was thinking about TF As Casts and a Ls6 intake, would your TF215 designed cam work well with that setup?

 

The cam has some lope at a 700 rpm idle but driveability is really very nice. You rode in my car with the LS6 and MS4 right? It's NOTHING like that, night and day difference in driveability.