Opinions wanted: 5.7L build
04-24-2008, 08:38 AM
#41
Hey Pat, any word on the sonic testing results on from the block you dropped off? 
I'm anxious to hear what they say. Also, I'm diggin' your exhaust setup plans. I am going to go with a setup similar to yours for my 6L swap. I'm running 2.5" off the headers into two single large case magnaflows, then the pipes will tuck up underneath the truck box and over the rear axle, and then I'm going to add 2 more resonators with tips like on a LT1 Impala SS. The tips will then be slash cut and even with the bottom of the bumper like the pic shown below so you can barely see them. I agree with you, the noise gets annoying very quickly and it's worth sacraficing 5 horsepower (literally) to keep your hearing and enjoy your day without a headache.
I'm anxious to hear what they say. Also, I'm diggin' your exhaust setup plans. I am going to go with a setup similar to yours for my 6L swap. I'm running 2.5" off the headers into two single large case magnaflows, then the pipes will tuck up underneath the truck box and over the rear axle, and then I'm going to add 2 more resonators with tips like on a LT1 Impala SS. The tips will then be slash cut and even with the bottom of the bumper like the pic shown below so you can barely see them. I agree with you, the noise gets annoying very quickly and it's worth sacraficing 5 horsepower (literally) to keep your hearing and enjoy your day without a headache.
Last edited by hirdlej; 04-24-2008 at 10:12 AM.
04-24-2008, 09:49 AM
#42
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Update: I changed the camshaft selection to the XR259 instead of the XR265.
The XR265 is a 212/218 .522/.529 114 LSA camshaft designed around the basic operating rev range of 1200-6000. The XR259 I just now decided on is a 206/212 .515/.522 112 LSA cam designed for 800-5800 as the basic range in a 5.7L "LS1". With the port and polish of the 241 heads the usable rev range will extend a few hundred RPM's so in reality I'm not losing any ceiling room, only gaining more low end torque and throttle response. It's my way of having my cake and eating it too. The XR259 will better help my goal of 20mpg highway, while providing that neck snapping torque I'm looking for with the tall 35" tires. Though minimal, the lower lobe separation angle will also bring peak torque more into the usable rev range a few RPM lower. In my lightweight 4000lb lifted truck, I'm really hoping it's the cam "made" for this application.
The XR265 is a 212/218 .522/.529 114 LSA camshaft designed around the basic operating rev range of 1200-6000. The XR259 I just now decided on is a 206/212 .515/.522 112 LSA cam designed for 800-5800 as the basic range in a 5.7L "LS1". With the port and polish of the 241 heads the usable rev range will extend a few hundred RPM's so in reality I'm not losing any ceiling room, only gaining more low end torque and throttle response. It's my way of having my cake and eating it too. The XR259 will better help my goal of 20mpg highway, while providing that neck snapping torque I'm looking for with the tall 35" tires. Though minimal, the lower lobe separation angle will also bring peak torque more into the usable rev range a few RPM lower. In my lightweight 4000lb lifted truck, I'm really hoping it's the cam "made" for this application.
04-24-2008, 11:12 AM
#43
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Joe I called Matt yesterday at B&A and he said that my parts haven't been touched yet, but he'll give me a call tomorrow, Friday 4/25. I have about $2500 left for this swap. About $1200 will go to B&A, another $300-350 once I know I can run 99mm pistons, and I'm already banking on about $400 for exhaust labor. Other than that a good deal of my parts are in the garage or on order already so I'm sitting good with this project. I may hold off on the port and polish unless B&A gives me a package deal on everything for how much money I'm spending with them.
04-27-2008, 01:40 AM
#44
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Cam came today! I got a free T-shirt! haha 
Cam card specs:
XR-259HR-12
Valve lift .515 intake .522 exhaust
.006 tappet lift 259 intake 265 exhaust
@ .006 intake open 20 BTDC 59 intake close ABDC
@ .006 exhaust open 67 BBDC 18 exhaust close ATDC
Intake center line 110 degrees
Duration @ .050 206 intake 212 exhaust
Lobe Separation Angle 112 degrees
Basic operating range: 800-5800 rpms. On Desktop Dyno it shows to make 345lb-ft of torque from 2000-5500 rpms with a peak torque of around 400lb-ft at 3850 rpms. If that aint what a truck needs, I don't know what is besides a diesel. Should help me out a great deal with the gas mileage goal set out for 20mpg.
Cam card specs:
XR-259HR-12
Valve lift .515 intake .522 exhaust
.006 tappet lift 259 intake 265 exhaust
@ .006 intake open 20 BTDC 59 intake close ABDC
@ .006 exhaust open 67 BBDC 18 exhaust close ATDC
Intake center line 110 degrees
Duration @ .050 206 intake 212 exhaust
Lobe Separation Angle 112 degrees
Basic operating range: 800-5800 rpms. On Desktop Dyno it shows to make 345lb-ft of torque from 2000-5500 rpms with a peak torque of around 400lb-ft at 3850 rpms. If that aint what a truck needs, I don't know what is besides a diesel. Should help me out a great deal with the gas mileage goal set out for 20mpg.
04-27-2008, 03:40 PM
#45
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A cam that small with the 112 LSA is what more trucks should be using. That would make for a nice towing cam also. Might be a bit tight on ignition timing, but fun none the less. Which converter have you chosen? Which valve springs are you going to use?
04-27-2008, 06:21 PM
#46
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Stock 1500 Silverado converter. I am not a fan of high stall this, high stall that and changing the diameter of the converter to make more high end horsepower. GM has a proven converter to work 200k miles or more towing, off-roading and seeing the abuse of a daily driver so all I'm doing to it is elongating the bolts to match up with the spacer needed for my older K1500 transmission. The stock converter will be the easiest to get a hold of locally if for some reason I ever needed a replacement, while offering the best gas mileage with the lowest transmission heat displacement. No brainer for me there.
The springs are the .550 lift "yellow" springs most refer them to LS6 springs. The set I picked up are not yellow but are still rated to match the camshaft I chose well. I will have plenty of headroom with these springs while keeping the stiffness in check for longevity.
The springs are the .550 lift "yellow" springs most refer them to LS6 springs. The set I picked up are not yellow but are still rated to match the camshaft I chose well. I will have plenty of headroom with these springs while keeping the stiffness in check for longevity.
05-01-2008, 08:29 PM
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Came up with a question while cleaning my intake manifold and whatnot. My Tahoe 5.3L came with a bunch of emissions crap on the intake manifold leading to a tube into a canister of some type bolted to the exhaust manifold. A) I'm using F-body manifolds, and B) Minnesota doesn't require emission controls of any kind (not even Cats) so I want it all gone. All I need is the block off plates right?
06-16-2008, 06:55 PM
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Who is doing your machine work? I, too am considering doing a similar build eventually but don't want someone doing the machine work who isn't knowledgable of gen3 motors. Thanks.