Building A Naturally Aspirated 6.0L LS Iron Block - Engine Power S8, E11

[Music] you're watching power nation okay so what are we going to do whoa we do a 5 3 or 6 0 or we just flip for it let's flip for it okay heads 5'3 tails 6-0 okay never mind we're doing a 6-0 of course we are [Music] recently we've been doing a lot of projects for the other shops in the building this means we got to do some really cool stuff all the way from a 258 inline-six to an aluminum headed amc 304 to a high-tech supercharged cody that made a thousand horse on the dyno this project is no different before we can start building the engine we need to know what it's for so we met up with the guys from carcass to check it out that's pretty sweet that's actually clean yeah sweet ride huh i tell you what that's not bad at all obs chevy that is in nice shape pop that hood yeah this is the important part right here yeah because i already know i think what's under there the big bad tbi this has even custom wiring um but it did but if it runs and it came in here under its own power that's a huge deal you drove it not pushed in yeah we drove it here about 200 miles right jimmy oh wow roughly that it's impressive actually so this is gonna be a pro touring truck that's kind of the hot thing right now it seems like there's a lot of outlets that you can go to compete and uh we want to make this thing stick to the ground and go as fast as it can doing it okay and again it's gonna be a driver too the plan is to drive it where we go okay so you're talking like autocross stuff yeah pretty much okay hammer on it yeah hammer come back and you want to use this no that's where you guys come in okay yeah okay what do you want to use then well you know we've talked about this a lot and the easiest route for us to go and the easiest way i think for us to build some powers is just put an ls in it how much you guys trying to make we really haven't talked too much about that have we yeah no i mean i think uh five to six hundred range would be pretty much okay perfect i don't i don't think that's a problem we can uh we can make that happen so yeah yeah i i'm just impressed on how nice this thing is the ls platform is the new standard of high performance for us gear heads so that's why we will be using an iron block six liter for our foundation because you can't go wrong four bolt mains that are cross bolted which will get arp studs also the block has a four inch bore and it is so rigid that it'll take just about any power we want to throw at it and because of its popularity summit racing equipment has gone the extra mile and created a whole series of parts just for it called their pro ls series and we will be using a lot of the stuff in this build and not only because it makes great power because it is great value things like pistons cam shafts lifters and even external parts like oil pans and valley covers also we will be stepping on it hard on the induction side with a set of trick flow gen x 255 cylinder heads now we know how much power they want to make and these will more than be adequate for our application to top it all off we will be using a standalone sequential port efi system that will show you later but for right now let's get started on this [Music] in case the guys in carcass want to use a power adder later on we're gapping the rings a little wider to 22 000 on both the top and second rings we check the gap using a summit racing piston ring squaring tool and a feeler gauge we'll number all the rods and caps to make sure they don't get mixed up later they'll get a final cleaning in the jet washer to remove any metal shavings one of the reasons among many that the ls will make such good power in stock form is because of the design of the cylinder head this is a 317 casting which is common on truck stuff like an lq4 or an lq9 it has roughly a 210cc intake runner and it has a 2 inch intake valve what is interesting is this cylinder head will flow as much as an old-school aftermarket chevy head back in the day and if you wanted to make good power back then you needed flow well these are good enough well they will make good power without doing much to the rest of the engine we are not going to use these for our application but i wanted to throw them up on the superflow sf 750 to show you how they flow we checked the flow in 100 000 increments of lift and at 28 inches of water to see how many cubic feet per minute the port flows even though this is a stock cylinder head it has the potential to make great power in budget-friendly street builds lift is increased until either the head stops flowing air or we run out of lift travel even at 800 000 lift this stock 317 casting didn't go turbulent or level off flowing 262 cfm now the trick flow gen x 255 gets bolted down and ran through its paces it has a 2 165 intake valve and a 255 cc port the benefits of a purpose-built fully cnc cylinder head are immediately evident with the increased flow at 700 000 lift the heads flow an astounding 385 cfm coming up forged internals high flowing heads and sequential port fuel injection give our engine what it needs to succeed in the dyno cell before you start building your dream engine there are a few things that you need to figure out about it and that will involve some calculations and that can be very intimidating if you've never done it before summit racing has some great online calculators for us diy-ers that will help you get started they have an excellent calculator and tool section on the website that will help you figure out some critical things like your compression ratio parts for stroker combinations even gear selection or if it gets really technical camshafts in their on all cylinders blog there is a library of technical articles and questions that have been answered by summits technical experts or if you like to still go old school there is a great selection of engine building dvds tuning dvds and books to check out with all of that technical resource available you will have everything you need to get your project off the ground i really love elevator jokes do you have any good ones you know why they work on so many different levels the build begins with a summit racing pro ls crankshaft it's a forged 4340 piece with a four inch stroke and a welded 58 tooth reluctor wheel it was balanced by our favorite go-to machine shop in nashville shacklet automotive machine the main caps are tapped into place and the arp fasteners are torqued in sequence to 60 pound feet on the inner studs 50 on the outer and 20 pound feet on the cross bolts the camshaft is also part of the summit racing pro ls line it's a hydraulic roller with 234 degrees of duration at 50 000 lift on the intake and 248 degrees on the exhaust lobe separation angle is 114 degrees lift at the valve with a 1.7 ratio rocker will be 625 thousands on the intake and 605 thousands on the exhaust the stock retainer plate is bolted down with arp fasteners [Music] next we'll install a summit racing billet double roller timing set it's temporarily cinched down so we can degree the cam we chose summit racing's 4032 forged pistons they have a 1.5 1.5 3 millimeter ring pack and a flat top with 3.3 cc valve reliefs these are quality forging with coated skirts and an incredible value under 400 for a set once the pistons are hung we install a total seal gas ported ring set the top ring is machined to allow combustion gases to force the ring outwards which improves ring seal after installing the number one piston the cam is degreed we put the intake center line on 114.75 degrees now the rest of the rod and piston assemblies drop in using a total seal adjustable ring compressor once the short block is completed we'll lay down a base coat of gloss black followed by our customers choice universal gold with our 406 short block all wrapped up it's time to focus on the top side of it after we put in a brand new set of hydraulic roller lifters we're going to bolt up our trick flow gen x 255 heads now you've seen how much they flow on the flow bench big flow means big power and here are a few more details about them they have a 2 165 intake valve one 600 exhaust and they are housed in a fully cnc'd 69 cc chamber they are set up with titanium retainers and hydraulic roller springs for our application now everything combined with the piston 6000 side of the hole and a 51 000 stick gasket we have a calculated compression ratio of 11.16 to 1. before the heads go on we'll install new summit racing hydraulic roller lifters the gaskets are an mls style with a 4055 bore and a 51 000 compressed thickness [Music] the arp head bolts receive ultra torque lube then they are torqued in sequence to 80 pound feet on the 11 millimeter bolts and 25 pound feet on the eight millimeter bolts the billet aluminum valley cover from summit racing is torqued to 30 pound feet [Music] the summit racing timing cover is next followed by their sfi approved bracket racer harmonic damper finishing off the bottom end is a summit raising pro ls cast aluminum oil pan kit [Music] the trick flow cylinder heads come with a specific rocker stand that must be used with these heads [Music] our trick flow 7 750 long push rods can slide in followed by the stock design rockers with upgraded trunnions they are a 1.7 ratio and are torqued to 25 pound feet [Music] to protect everything on startup we'll use compcam's valve train assembly spray to top it off cast aluminum valve covers in gold of course up next a plug-and-play efi system gets our engine running smooth in no time flat when it comes to fuel injection on an ls swap there's simply no reason to mess around finding a stock ecu and cutting up a harness owner to make it work we've ran fitec systems before with great results and their ultimate ls master kits have pretty much everything you need to get your ls running with sequential port fuel injection these kits come in many different configurations depending on your application with different power levels and port styles available our kit has a fabricated sheet metal intake for an ls3 a matching 102 millimeter throttle body a complete wiring harness including two oxygen sensors 55 pound injectors and a full set of phytex ls smart coils and for when it gets installed in the vehicle the kit also comes with a 340 liter per hour universal in-tank fuel pump and a 30-70 psi pressure regulator the best part about these kits is that the ecu is self-tuning and any tune-up changes can be made on the fly with a touchscreen controller this intake comes with a nice black protective finish but for our engine we want gold want some help with that what the heck the phy tech efi smart coils bolt right on the valve covers next a hardline steam vent kit we got from summit racing before installation we fully assemble the intake with the throttle body fuel rails and injectors the bolts are torqued in sequence to 106 pound inches the carcass guys plan to run shorty headers on their truck so we'll run them on the dyno cell as well these have a 1 7 8 tube and a 3 inch collector watch out for your hose [Music] the phy tech wiring harness is plug and play after a few simple connections we are ready for engine setup so one of the last things we need to do before we fire up our ls is go into the handheld we're going to go to right cal to ecu and this will basically tell the ecu what kind of engine it's working with so we're gonna choose a 58-tooth ls and the transmission doesn't matter as much for us because obviously we're on the dyno so we're going to send that to the ecu we can go into initial setup and go to engine setup and then we'll put in the parameters for our engine so we have 55 pound in our injectors we can cycle through or we can just type in the value and we're going to hit ok after each selection to make sure that it is sent to the ecu once that's done we're ready for our initial fire up we ran through a little bit of a warm-up uh cycling and getting up to temperature everything settles down uh it starts to do exactly what it's targeted to do for air fuel ratio and timing and all that good stuff so okay so now where do we start this pump gas engine 93 octane pump gas in the tank 11.16 to 1. this is static is 11.16 to 1. the cam is in actually three quarters of a degree late so three quarters degree your target so here's something that we don't normally do people are always talking about why don't you make polls at uh you know very low rpm right well how often do you go to like wide open throttle at 1500 or 2000 yeah and you have to understand what's going on there is it you're at 2000 rpm and that's like having well having a trailer that weighs enough that you're enough on your truck or car to hold you back at that rpm and you're just wide open throttle that's that's hard you know especially low rpm kind of stuff right i can tell you this we're not into making partial throttle poles yeah so what we are going to do and i think this will do it we're let's load this thing down we're going to make a pull at 300 a second we're going to go from 2000 rpm to 6000 rpm now 6000 rpm is not going to be its peak but just to show that this thing will load up and we'll go to wide open throttle and not do anything crazy we're going to make a pull right there yeah [Music] look at that oh yeah floater right down there yeah now that's a super long pole and the chamber is really hot because we're at operating town but uh 501 pound feet and 548 horse it made it made 500 pound feet um 52 50 200 yeah that's that's a that's a smooth pull too that was really long but really smooth right at 2000 rpm we're at still at 372 pound-feet yeah on loaded and that's and that's that's not bad that's right that's enough right there right now right there it's a screaming hundred and forty one point eight horsepower yeah that's true test to the uh how good that injection is yeah to be able to load down right there and it loaded and made made good torque yeah and it's holding the air fuel targets pretty well that's yep that's nice that's super nice all right we're we're messing around here too much let's let's make a real pull yeah up next like the man said we make a real pull let's see what she'll do for real here yeah for our first full rpm run we're going from 3500 to 7000 [Music] good oil pressure [Music] all right nice okay that's good that's not bad yeah five five seventy eight point nine yeah that's that is not bad yet made it 503 pound feet at 5300 and 578.9 at 6 600. yeah it's a good spread that's right that's a nice spread that's 28 degrees of timing in it we could try sneaking a little timing in it to see if it did anything we'll tell you what let's let's put it let's put a degree of timing in it right now and then we'll uh we'll fetch her with the fuel maybe after that but we're not we're not going to beat this thing to death no i mean already it's a really nice engine oh no already we're really nice i think they wanted like 500 yeah so and that's this is good this is good for a pump gas engine oh yeah and it's it this is not i mean relatively it's not an expensive engine either i mean there's crate engines out there like same you know same kind of combinations that are a little bit more than what we have in this this is good power for the price range yes i i believe so okay go uh sweet just just to say we've done it uh go stick a degree of timing in it all right cool [Music] now we know pretty much because we've done a bunch of these we've ran that cylinder head before um we know pretty much what it's going to want for time you know we're getting close to a threshold because these things have a flat top piston in them has a very good chamber it just it just literally doesn't take a lot of time so okay yeah a little a little bit on tour 504.9 pound-feet of torque and uh made an 82 582.6 kind of leveled off up top a little bit better yeah but it's not diving off or nothing oh no no absolutely not the only thing we could do is uh if you're looking at our air fuels we're conservative on our air fuels uh why don't you go put that up uh let's see it's 13 0's of target right now we're like 13 3. we're not we're going to beat it we uh uh we're showing no signs of detonation we're not having anything bad go on yeah pull a tad bit of fuel at worst the power will fall off a little bit and we know we're in a we're in a frame we're in a safe range and so we're close on it's tuning up right now [Music] hey okay uh made 505 for torque so hey i'm gonna shut her down um let's go get those guys go get those guys and uh we'll show them uh the what they get to put in their truck so they wanted it gold so hopefully they still like it i i mean should i say it i love gold when jeremy and jimmy shared the plan for their track truck they told us they wanted a dependable engine that could handle both street and track duties they requested an ls making five to 600 horsepower [Music] [Applause] 84 and 11. that's the heat right there man yeah yeah we're excited yeah it's dead consistent dead reliable it's ready i mean it is ready for it you guys can take it and the best part about this you know we used a lot of uh of summits pro ls stuff in it yeah and uh like the piston was very very economical for a forage piston it's got a nice crankshaft in it it's got a bunch of nice parts in it this nice thing about you can bolt these things together and make that kind of power with i mean with without any problem at all yeah so it's just easy power it's easy power yeah good injection good heads good internals yeah that's then that's good horsepower we're gonna give it the once over and make sure everything looks good we'll have it down to you once we get it off the dyno awesome appreciate it great guys all right for more information on anything you've seen today visit powernationtv.com

Channel: POWERNATION

Views: 263,952

Rating: 4.9422693 out of 5

Keywords: Car, PowerNation, howto, how-to, diy, automotive, cars, trucks, automobile, do it yourself, automobiles, auto, powerblock, engine builds, engine power, horsepower, naturally aspirated engine, 6.0L LS, Iron Block, small block

Id: MJj_pyCrQnA

Length: 21min 35sec (1295 seconds)

Published: Sun Jun 20 2021