She will be a dog with a cam and stock stall. You will be very disappointed in all the money spent on your new engine.

but I understand not wanting to stall the 60 then swap. Just be ready to be let down with a stock stall.

 

You should be right around 400rwhp. I would try and get compression up to 11:1 to give you some low end tq back since those ls3 heads hurt it some. That is a solid cam choice, should help keep some low end power. I probably over read it, but what pistons do you plan to run?

I bet it will drive pretty well with the stock stall for dd, but the stock stall sucks a WOT. Might want to invest in a larger transmission cooler and servo to make the 60e last a little longer.

 

Yeah, Geoff, PatG and Justin all helped me pick out my cam to run with stock stall. A 3,000+ stall would for sure put the motor in optimal RPM range to make power.

Vet servo, tranny cooler also going in. Justin also said to get a shift kit in the tranny and he can tune that 60E to last. He had over 60,000 on his 60E with a 6.0 supercharged until a pump failure took out the tranny.

I'm going to look into getting the compression higher on the pistons.

Was looking at going with
Brand: Mahle
Manufacturer's Part Number: L92314030F04

Could try to use a thinner head gasket or get my head shaved also as I read these heads love compression.

 

Yea and the 60e has a really short 1st gear so that should help it off the line some also. Since your cam has a 0.6+ lift I would double check PTV clearance before you mill or put thinner gaskets on.

Are the heads stock or do they have some port work done? I think the truck intake was a good call vs the ls3 intake, will help keep low end at a maximum, but isn't that intake manifold for cathedral port?

 

Checking part numbers, the 6.0 and 5.3 have different part numbers for the intake..im not sure though

 

The Heads are bone stock as of now.

My intake is off a 2008 6.0L and has square ports that should work with l92/lS3 heads.

I got a 102MM TB off a guy on kind of a impulse buy and will be porting my intake now. I will be porting it to remove the front O ring to make more room for the 102mm and just use a gasket to make a good seal.

 

Picked up some piston and rods today.

Pistons and rings

Brand: Mahle
Manufacturer's Part Number: L92340030F04
Part Type: Piston and Ring Kits
Product Line: Mahle PowerPak Piston and Ring Kits
Summit Racing Part Number: MLE-L92340030F04

Bore (in): 4.030 in.
Bore (mm): 102.362mm
Piston Style: Flat top, with two valve reliefs
Piston Material: Forged aluminum
Compression Distance (in): 1.340 in.
Piston Head Volume (cc): +4.00cc
Wrist Pin Style: Press-fit or floating
Pin Diameter (in): 0.945 in.
Gapless: No
File Fit: Yes
Top Ring Thickness: 1.5mm
Top Ring Material: Ductile iron
Top Ring Facing Material: Plasma-moly
Second Ring Thickness: 1.5mm
Second Ring Material: Cast iron
Second Ring Facing Material: Cast iron
Oil Ring Thickness: 3.0mm
Oil Ring Material: Chrome plated carbon steel
Oil Ring Tension: Standard

Rods:

Lunati Voodoo H-Beam Connecting Rods 70361251-8
Manufacturer's Part Number: 70361251-8
Part Type: Connecting Rods
Product Line: Lunati Voodoo H-Beam Connecting Rods
Summit Racing Part Number: LUN-70361251-8

Connecting Rod Length Center to Center (in): 6.125 in.
Connecting Rod Beam Style: H-beam
Connecting Rod Material: Forged 4340 steel
Connecting Rod Finish: Shot-peened
Wrist Pin Style: Floating
Clearanced for Stroker: No
Cap Retention Style: Cap screw
Connecting Rod Bolt Brand: ARP
Connecting Rod Bolt Diameter: 7/16 in.
Connecting Rod Bolt Material: ARP2000 alloy
Fastener Yield Strength (psi): 200,000 psi
Connecting Rod Bolt Head Style: 12-point
Approximate Connecting Rod Weight (g): 655
Rod Journal Diameter (in): 2.100 in.
Pin End Bore Diameter: 0.927 in.
Big End Width (in): 0.905 in.
Pin End Width (in): 0.960 in.
Advertised Horsepower Rating (hp): 800 hp
Weight Matched Set: Yes
Remanufactured: No

 

Just an update. Called on block and I guess waiting on cam bearings to be ordered.

Also got everything up for painting I can while parts are coming in.




Pistons just showed up today in mail, just waiting on rods to get it balanced.

 

With that low of compression, it'll make 360-380 to the rear tire. I would of up'd the compression, maybe mill your heads .030-.040 along with running a thinner head gasket..

 

Is it best to return these pistons and get a set of Dome wiseco that are north of 11:1?

Whats the max CR that I should run for 93 if down the road I want spray 150 shoot?