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However, they can both make the same power with common upgrades. Custom tuning requires more knowledge, but will provide even better performance.On a stock engine, the following upgrades can improve performance and fuel economy:Ī stock LS6 does have more power than a stock LS1. Plug-in Programmers are easy to use, but they do have limits.
Tuning the ECM changes the fuel and ignition curves to increase performance. Truck engines have a conservative tune from the factory. So, plan on upgrading the Fuel Pump as well. The factory fuel pump will become a limitation around 400 hp. The Flex Fuel injectors flow 25% more than standard and replace the stock injectors without any other modifications. Upgrading to larger Fuel Injectors is often needed to meet the demand of increased power. Porting the manifold is a popular option, but Aftermarket Intakes make even more power.Īt 87mm, the factory 4-bolt Throttle Body is fairly large and isn’t a restriction in most applications. By 2007, all trucks used the TBSS manifold design. The highly sought-after Trailblazer SS (TBSS) intake makes more power than car intakes. Completely removing the VVT components is more common with larger street/strip and race cams. Some aftermarket street cams require the use of a Phaser Limiter. Piston-to-Valve clearance and high spring pressure (over 400 lbs.) can be a problem on engines with Variable Valve Timing (VVT). These kits replace all the AFM components with standard parts. When upgrading to a performance cam, an AFM Delete Kit is strongly recommended. If the valvetrain is in good condition, an AFM Disabler can turn the AFM off. The Active Fuel Management (AFM) system is good for gas mileage, but not for performance. Converting to stud or shaft mounted roller rockers is recommended for cams with over 0.600 in. High spring pressure (over 475 lbs.) can pull the bolts out of the cylinder head.
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Upgrading to Full Roller Rockers is another option.
#Summit racing head porting kit upgrade#
A Trunnion Upgrade Kit should be installed when you upgrade the valvetrain. The trunnion bearings in the stock rocker arms are another known weak point. For a budget build, an LS3 cam and LS6 Springs (yellow or the later blue color) can add about 50 hp. Titanium retainers are another option to reduce Valve Float. Spring Kits are available for typical 0.600 in. In addition to valve springs and rockers, the cam needs to match the compression, torque converter, rear-end gears, etc.
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It reduces hot spots in cylinder #7 that cause the piston rings to butt and crack the piston. A wide range of runner and chamber volumes are available.Ī 4-Corner Steam Kit is another smart upgrade. These heads flow better and have thicker decks to maintain head gasket seal. There are also many Aftermarket Heads available. For high rpm engines (7,000+), LS3 valves are lighter and can be cut to fit the valve seat. CNC porting is another popular option for more airflow. The cylinder heads are based on the Corvette LS2 heads and make good power. The chart below lists standard specs compared to common performance Rotating Assemblies. stroke crankshaft costs about the same and increases displacement. Upgrading to a Forged Crankshaft early in your build will save you the headache later. If you’re getting forged pistons, upgrade to Forged Connecting Rods at the same time.Įven though it’s cast, the crankshaft can handle about 900 hp.
A set of Forged Pistons should be high on your priority list. They will crack in high horsepower engines.
The stock pistons are a known weak point. This prevents the piston from rocking at BDC and scraping up the skirts. When stroking, choose a piston with minimal skirt taper. The cylinders are also shorter than the aluminum blocks. It’s recommended to measure the deck before ordering rods and pistons. Sometimes, the iron blocks fall short of the standard 9.240 in. When bored and stroked, displacement can be as high as 383 c.i.d. If needed, the block can be bored to the stock LS1 size (3.898 in.). The extra material between bores helps the head gasket seal under boost. The 4.8L and 5.3L share a small 3.780 in. They are also easier to find and cost less than the bigger engines.īelow are some upgrades that will improve the performance of the LY2, L20, LY5, LMG, and LMF engines. With upgraded internals, they can handle over 1,000 hp. The iron block 4.8L and 5.3L engines are very strong. On a stock engine, the following upgrades can improve performance and fuel economy:
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