5/16/2023 0 Comments Ls1 5.7 flycutI bought the ls swap spacer for TH400, it works great. I'm impressed find it, buy it ,recieve it,install it and enjoy it 5 I don't know if this part is going to work,but it was sent/delivered pronto.Posted by Ricardo Martir on May 20th 2020 Michigan Motorsports was wonderful to work with! I think you might be better served nailing down the quench and being able to run a bit more aggressive dynamic CR with less odds of detonation then going for a real thin gasket, excessively tight quench, and potential valve clearance issues (some are willing to flycut their pistons in the car, I'm not really a fan of that strategy with stock LS pistons).I have a TH350c Lock Out Transmission mounting on a 5.3 LS motor and this adapter worked perfect. Even assuming that ratio holds, say a 2% bump for a half point, you're talking about 8hp or less. The 5.7L LS1 V8 engine was produced by General Motors for use in high-performance vehicles such as the Chevrolet Camaro and Corvette, among others. Rule of thumb was always ~4% gain for one full point of CR, but it's a diminishing returns curve when you start getting north of 11:1. 228-230 maximum, and even then you should measure. But further in my opinion I'm not sure if the gains are going to be worth the effort of yanking the heads during the cam swap. 030' with 2.02/1.60 valves and even a stock thickness head gasket won't accept anything much larger than what you have now. But aiming for optimal quench should be the goal, as well as keeping enough valve event clearances.Īgain I'd do some quick searching on LS1tech.My rough opinion again I think you'd want go go with a gasket in the 0.040-0.045 range. A bit of flex with >30% ethanol however is safe and brilliant.Ĭlick to expand.It's not, you'll need to mill more to get the same CR bump you get with the thinner gasket, it's not a 1 for 1. DCR is 10.2 which means I can run 93 under low load conditions cam fully advanced (no retard) but is a knife edge without VVT. Otherwise stock bottom end geometry gives me 13.47 static with high squish. 051" gaskets, instead spec'd JE FSR pistons (and forged rods) then decked the block to achieve the smallest chamber (60cc pour volume, indexed spark straps). Milling / thinner gasket meant less meat and more risk basically so I kept the stock 821 heads and GM. The widened scope of cam events definitely meant relieved pistons and dome to compensate for lower compression. Turns out that is a real hoot as well BTW. I also retrofitted VVT specifically to retard cam in order to fine tune DCR. See mine's an SS wagon, a street daily hauler, so I had zero issue trading valve lift (0.555") for a sky high CR goal. ECT will barely flutter your thermostat.įWIW here's what I did in pursuit of super cheap running and more performance on e85. Yes to 93 or flex, and fuel consumption will be noticeably better. Raising CR is a great idea, simple to implement with effortless, noiseless PD torque that plateaus without peaks plus free-spinning top end like a centri. I'm not saying it can't work, I'm just saying from my previous experience, I wouldn't do that again lol. Eventually, the overflow would.overflow and until you end up being low on coolant, and the car would overheat. The next time you drove the car and the fluid got hot, it would go into the overflow again, without ever going back out into the radiator. Guess what caused that? The head gaskets he put in started to fail, compression gases started seeping into the coolant, the coolant would fill up in the overflow, when the car cooled back down, the coolant in the overflow would not go back into the radiator. After about a year or so, the car started to overheat. I don't know the details of exactly what he went with, but there was KR all the time, regardless of how much timing you pulled, the only thing that would REDUCE it (not completely eliminate it) was putting in 100 octane unleaded racing fuel. My old tuner did this on my G8 GT and that was the route cause of all the problems I had.
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