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Old 01-19-2019, 07:16 PM
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I am currently building (4) LS engines for a twin 28 Eliminator Daytona Tall Deck and 32 Sunsation Dominator. Figured I would let the cat out of the bag for future reference as a go to for people that attempt this. These engines will have prak torque at about 5000 and peak power at 6200. Roughly 625hp 600tq and make a 525efi look like a fool the entire powerband. We will be rev limiting them at 6200rpm. Remember these are not bbc and can easily sustain that rpm for hours on end. Fuel consumption per engine will be roughly 38-40 gph wot. Way better than the blown bbc we are replacing which where burning 110gph each wot. My fuel savings alone the first year alone will pay fir the builds. Onto weight savings. 1000 lbs per set per boat. I have a 67 GTO Aluminum 5.3 LS turbo making big power and know the ins and out of these engines well. Make sure you read the notes after the specs if you attemp this. Dyno sheets, progress reports, and pics to come soon. Engines being assembled within a week. Here are the 28 Daytona engines. Enjoy

Specs: 408ci ly6 blocks 4” stroke 6.125 rods 4.030 bore 10.8cr mains: .0028 rods: .0030
6.0 iron blocks: 4.030 bore, decked .006, cnc honed to 500 finish, arp main studs
Rotating Assemblies: K1 4.00” forged cranks, k1 h beam rods, wiseco 8cc flat tops, wiseco rings
Heads: Ls3 cylinder heads w/ dual .660 springs Cam Motion/ milled .006 68cc
Camshafts: Custom 222/232 114+2 .621/.605 Cam Motion Lobes
Induction: Holley Ls3 dual plane 300-129/ Quick fuel 950 Q Series
Rockers: Ls3 with trunnion upgrades
Ignition: Msd 6014
Oiling: Champ 10.5 qt pain part# ls1060, Melling 10296 HV oil pumps/ billets barbell From Sac city
Exhaust: Marine Power Manifolds with gil tall hp500 tails
Cooling: Hardin remote thermostat for raw water cooling/ crank driven water pump/ 3x18 oil coolers/ 210 oil thermostat/ 160 coolant thermostat
Fuel pump: Holley Hp125
Push rods: Comp 3/8 restricted oiling (See notes for reasoning)
Lifters: Ls7

Notes:
LS based engines have a tendency to pump oil to the heads and have trouble draining it back. Mods are required especially when using a high volume pump to ensure oil starvation is not present. Restricted pushrods with .050 orfice hole allow plenty of oiling to top end while not over doing it. The lifter trays must be drilled with 1/2” holes just below lifter center which hrlps with drain back. An alternative is to use link bar lifters which eliminates trays and further aids drainback but is not a neccessity. Blueprinting the casting flashes on the block and heads is a good idea as well. The billet barbell has much tighter tolerance and eliminates bleed out at rear of block. A billet plug is also installed eliminating the oil bypass in the block. 10-12an lines should be utilized for remote oiling. Other things to not is the stock ls rockers (very good units) must be upgraded with trannion upgrades. This is critical. I lost a engine not doing this in my 67 Gto 5.3ls turbo car. I cannot emphasize this enough. Lift limit of stock lifters is .630. This is perfect as LS3 heads are rather lazy on air velocity and I tend to limit lift to .620 range.

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Old 01-19-2019, 07:27 PM
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Old 01-19-2019, 07:32 PM
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Originally Posted by Alwhite00 View Post
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I will keep this updated as progress happens.
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Old 01-19-2019, 08:50 PM
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i recently picked up a 2004 6l engine from a 2500 pickup.i am going to build it almost the same as your build but with a little more camshaft [going in a car].i am not expecting 600+hp with unported l92 heads but think a solid 550 is more in par.the k1 rotating assembly looks good but i am also looking at scat and callies compstar components.i think to make the power you are looking for might require an aftermarket cnc ported head.

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Old 01-19-2019, 09:04 PM
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I have a hard time believing your getting 625hp out of that 222 camshaft,sorry.
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Old 01-19-2019, 09:05 PM
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Originally Posted by mike tkach View Post
i recently picked up a 2004 6l engine from a 2500 pickup.i am going to build it almost the same as your build but with a little more camshaft [going in a car].i am not expecting 600+hp with unported l92 heads but think a solid 550 is more in par.the k1 rotating assembly looks good but i am also looking at scat and callies compstar components.i think to make the power you are looking for might require an aftermarket cnc ported head.
you might be surprised at what unported l92 will do. I went minimum on the cam to broaden the entire curve rather than loose a bunch of power and have to rev to 65-6700 for peak. Also I am looking for zero reversion, which it has -1 overlap @ .050 evc 0 .006 overlap 54. All safe on my end with monster torque ad good power. I did consider about 10 degrees bigger but it would be maybe 30hp more above 5k for a major loss of torque below 4500. In order to stay in the bigger degree it forces wide lsa which we both know hurt power. Without wider lsa reversion is imminent. Ive done a 6.2 with a l92 heads stock with 222/230 114+4 at same lift and did 480rwhp through a 4l80e which is about a 23% loss to drivetrain. Cnc heads generally only help on ls3 heads above 5400 which I cant justify cost for 20hp. Dyno will tell soon enough. Lol. Good luck on your build post it up on here
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Old 01-19-2019, 09:17 PM
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Originally Posted by sutphen 30 View Post
I have a hard time believing your getting 625hp out of that 222 camshaft,sorry.
1.5hp per ci. Piece of cake on LS.
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Old 01-19-2019, 09:29 PM
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Originally Posted by mggdoors View Post

1.5hp per ci. Piece of cake on LS.
not w/ the cam he has
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Old 01-19-2019, 09:49 PM
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Dyno will be posted in about 3 weeks. More than happy to share results. I posted this in the first place to be informative, not to start a pissing match.
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Old 01-19-2019, 10:14 PM
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You aren’t making 625hp through that exhaust manifold. Dyno in marine trim and let us know. Needs real headers and then more cam.
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