Up next THE PARTS COUNTER Published on May 23, 2019 Author JEREMY RICE Tags 6.0 build, 6.0 ls build, 6.0 ls parts, ls 6.0 build, ls build kit, ls engine build, ls engine build kit, summit 8701 cam review, summit pro ls, Share article Facebook 0 Twitter 0 Mail 0 6.0 LS Engine Build With Parts From Summit Racing 6.0 LS Engine Build With Parts From Summit Racing By now I’m sure you’ve heard of the Chevrolet LS engine. If not, I’m glad you’ve finally found a way to get out from under that rock. The LS-based engine platform has definitely taken over as the go-to engine swap in the last 5-10 years, and its popularity is still on the rise. Different variations of the engine can be found in everything from a bare-bones work truck all the way up to a factory-supercharged Corvette. Due to the different vehicle applications in which GM put these engines from the factory, obtaining an 6.0 LS engine for your swap is easy. Just skim your local classifieds, or make a trip to the salvage yard, and you’ll probably have a dozen or so to choose from on any given day. But what if you’re skeptical about buying a used engine? Purchasing a used, or “pull out” engine, does come with some risks, and you should definitely consider them before purchasing. Since most of the odometers in newer vehicles are digital, you can’t simply glance into a vehicle to see how many miles are on it. Even if the seller knows the mileage, you still just have to trust his word. Compression tests can be done, and salvage yards will usually give you some kind of guarantee, but what if you want more piece of mind? Good news, there are options for brand-new LS-based engines.Subscribe to our weekly newsletter When the opportunity to build a new LS engine presented itself to us, we knew right where to look for all of the parts we’d need. Summit Racing was our first and only phone call. Summit has been around since 1968 and is continuing to grow every year. In fact, it just completed the construction of its fourth distribution site located in Arlington, Texas. It also carries products from more than 1,500 manufacturers, so we were positive the company would be able to get us everything we needed to complete our engine build. We discussed our options with a Summit rep and came up with a plan to build a strong and reliable engine that would also make great horsepower. Also, we decided to go with a short-block from BluePrint Engines. We also opted for a complete top-end engine kit from Trick Flow to complete most of the build. However, there are a lot of smaller parts we still needed to complete the engine assembly and get it ready to drop into our project. Follow along and we’ll tell you all about it. SOURCES • Summit Racing 800.230.3030 Summitracing.com • Trick Flow Specialties 888.841.6556 Trickflow.com • Royal Purple 888.382.6300 Royalpurple.com Here’s how the new BluePrint Engines 6.0L, 364-ci short-block engine (P/N MLL-BPLS3640) showed up after we ordered it from Summit Racing Our first order of business was to get the engine unpacked and on an engine stand so we could inspect it and make sure all was well. Once we received the Trick Flow top-end kit (P/N TFS-K306-550-470), we laid it out on a table and took a quick inventory. The kit comes complete with new, assembled heads. The heads boast a ton of changes from the stock versions to provide extra strength and power. The kit also comes with a new camshaft featuring an advertised 291/295 duration, .595/.595 lift and 112 degrees of lobe separation. The camshaft is designed for use with the pushrods and roller rockers, which are also included with the kit. New head gaskets and head bolts round out the list of included parts. There are a lot of parts necessary to complete the engine build, and Summit helped us put together a list of everything we needed. Once everything arrived, we laid it out and took inventory. We picked up everything from new ignition coils to front and rear covers, matching valve covers and an intake manifold. Once everything was accounted for, we began the assembly process with help from our friend, Jason. Starting with the new lifters from Trick Flow (P/N TFS-21400002-16), we forced some Royal Purple HPS oil into the lifters and let them soak for a while. While the lifters were taking a bath, we installed the camshaft. We applied some Royal Purple Max Tuff assembly lube to the camshaft and carefully slid it into place. It became more difficult to hang on to the camshaft once it got further into the engine, so we threaded a bolt into the end of it to help with the installation. With the camshaft fully inserted into the engine, the retaining plate (P/N NAL-12589016) and new bolts (P/N NAL-11561455) were installed and torqued to spec. Installing the timing set is a very critical procedure that must be done with precision. After setting the engine at Top Dead Center (TDC) with compression stroke at cylinder 1, we installed the crank sprocket and hub sprocket. Next, we installed the cam sprocket and chain. Notice the “0” on the crank sprocket is straight up, and the dot on the cam sprocket is straight down. These indicators need to be aimed directly at each other, just like in the photo, for the timing to be correct. Next, we installed the oil pump. Jason prefilled the pump with some more Royal Purple oil so that it wouldn’t be dry on initial start up. The oil pump (P/N NAL-12612289) was installed over the crank/hub sprocket. With everything on the front of the engine torqued to spec, the front cover/timing cover (P/N NAL-12561243) was installed to finish the front part of the engine assembly. Once the lifters had soaked up all of the oil they could, it was their turn to be installed. The lifters are installed four at a time into the four lifter guides (P/N NAL-12595365), and then they’re dropped into the engine. New hardware from Summit was used to secure the lifter trays to the engine. The lifter guide retaining bolts (P/N NAL-12551163) were installed and the lifters were put in place. Next, the new Trick Flow heads were added, but first Jason gave the mating surface a good cleaning in order to ensure a perfect seal with the new head gaskets. Since the engine assembly from BluePrint didn’t come with dowel pins, we made sure to order some. The new cylinder head pins (P/N NAL-12570326) were tapped into place with a brass hammer and will position the heads correctly. Then Jason installed the new head gaskets provided with the top-end kit. With the short-block fully cleaned and prepped, the new Trick Flow cylinder heads were set in place. The cylinder heads were located on the engine block with the previously installed positioning pins. Tightening the cylinder heads is a five-step process, using the supplied torque-to-yield bolts. The first step is to install all of the M11 bolts and torque to 22 ft-lbs. Second, those 10 bolts all need to be turned 90 degrees. Third, all of the same bolts, with the exception of the two outer bolts within the cylinder head, are turned an additional 90 degrees. Fourth, the two unaddressed M11 bolts are turned an additional 50 degrees. Lastly, the M8 bolts supplied are tightened to 22 ft-lbs. A simple way to determine how much the bolts have been turned is by marking the bolt heads with a Sharpie. Trick Flow provides a very detailed set of instructions that also lay out the order in which the head bolts should be tightened. After installing the heads, the new valley cover (P/N NAL-12568002) was installed. The new cover comes just like you see it, with the gasket and hardware already in place. The new cover is set in place and the hardware is torqued down. Several sensors are needed throughout the engine for it to run correctly. We installed the new knock sensors (P/N ADO-213-3521) first. These threaded into the top of the engine block, after the valley cover was installed. We also picked up a knock sensor harness (P/N NAL-12601822) to plug into the new sensors. The harness has rubber seals built into it that prevent water from gathering around the sensors. We turned our attention back to completing the installation of the heads. A new set of pushrods was included in the kit from Trick Flow. Obviously, Trick Flow did all of the work to ensure the pushrods were the correct length for the kit. The heat-treated and hardened chrome-moly pushrods were installed in the cylinder heads in preparation for the new roller rockers. Speaking of rockers, those were next on the list to install. The Trick Flow rockers are made from billet aluminum, which is stronger and lighter than a factory steel rocker. Plus, the roller creates less friction with the pushrod connection. Jason made sure to torque down the pedestal mounting bolt. We will revisit the bolt after a break-in period. A couple more sensors needed to be installed before we went any further. The new camshaft position sensor (P/N ADO-213-363) is located at the rear of the engine valley. This sensor simply drops in and is secured using a single bolt. The sensor reads the position of the camshaft while the engine is running via a machined groove on the camshaft. Another necessary sensor is a crankshaft position sensor. This particular part (P/N ADO-213-354) is meant for the 24X electronics system. The color of the sensor will indicate whether you have a 24X or 58X. That’s a whole other topic though; this is the one we needed for our application. Since the engine was on a stand, we were able to spin the entire thing upside down. This makes it much easier to clean the oil pan mating surface in preparation for installation. Summit sells these Chevrolet Performance muscle car oil pan kits (P/N NAL-19212593), which should work perfectly in most applications. The kit comes complete with the oil pickup tube and gasket. We installed the oil pump pickup tube first, followed by the oil pan. We also added a Royal Purple oil filter to keep our oil nice and clean. Summit recently released its own intake manifold (P/N SUM-226122B), so we ordered one for our engine. This manifold is fabricated from aluminum and features a 92mm throttle bore. We ordered ours with a black powder-coated finish. Before securing it in place, we realized that there were some ports in the bottom of the manifold that needed our attention. Since there wasn’t a provision for the MAP sensor, we used one of the ports. Then we plugged two of the other ports and threaded a hose barb fitting into the last remaining hole, but you’ll have to wait until later to see what that’s for. With the intake manifold prepped with the provided O-ring seals, we bolted it in place using the provided hardware A Holley throttle body controls the air entering the intake manifold. Holley’s Sniper throttle body (P/N SNE-860004) works perfectly with the intake manifold because it has a matching 92mm bore, four-bolt pattern, and it’s available with black anodizing. We also ordered a set of Holley aluminum valve covers (P/N HLY-241-112). These valve covers are the tall version. Although the Trick Flow rockers should fit under the stock height valve covers, we had nothing to lose by ordering the taller versions. The black powder coat on these is nearly identical to the Summit intake manifold, so they match perfectly. The intake manifold comes with mounting locations for the fuel rails as well. We ordered the Summit fuel rail kit (P/N SUM-227150), which came with everything we needed to get the fuel rails in place, including these mounts. After the mounting tabs were loosely in place, we inserted a set of fuel injectors into the fuel rails and aligned them with the machined ports in the intake manifold. Using a bit of lube on the O-ring seals of the injectors, we put the assembly in place and used the provided hardware to secure the rail. These Hedman Hustler headers (P/N HED-45666) are a mid-length design, featuring 1 ¾-inch primaries and a 3-inch collector. We opted for the silver ceramic coating, which should help keep engine compartment temperatures lower. Installing the headers while the engine was on the stand was about as easy as it gets. We used the supplied gaskets and hardware and installed them loosely. Most likely we will have to install the engine into our project with the headers removed. Once the headers were installed, we added the new coil packs (P/N SUM-850504-8) and spark plug wires (P/N SUM-867828). We did have to pick up our own hardware for the coils, but some stainless Allen-head bolts and washers were readily available at our local hardware store. There are a few things going on in this photo. First, remember the barbed fittings we installed under the intake manifold? One was for the MAP sensor and we simply slid a short piece of vacuum hose onto that and the MAP sensor (P/N NAL-12592525). The second pertinent item is the steam vent line kit from Trick Flow (P/N TFS-306SB601). This kit comes with the fittings and lines needed to plumb the steam vent lines. The last thing you’ll notice is that we still need to put some hardware in the cam position sensor. To finish this portion of the build we installed the final two sensors, which go on the side of the Holley throttle body. The first is for the top; it’s the IAC or Idle Air Control Motor (P/N HLY-543-105). The bottom one is the TPS or Throttle Position Sensor (P/N SNE-870001). Both are Holley parts, so they fit perfectly into the throttle body. Again, we had to provide our own hardware, but it was easy to get from our local hardware store. This is the completed engine. You are seeing some extra parts on the front, and that was intentional. Stay tuned for our next tech article where we’ll explain all about that supercharger setup. FREQUENTLY ASKED QUESTIONS What additional parts are recommended for a 1,000 HP 6.0 LS build if budget allows? Additional Parts for a 1,000 HP 6.0 LS Build on a Budget For those looking to take their 6.0 LS build to the next level and aim for a formidable 1,000 horsepower, here are some highly recommended parts to consider, assuming your budget allows: High-Performance Piston Kit: Opt for a well-engineered piston kit known for durability and performance. Heavy-Duty Connecting Rods: These should be able to withstand the increased stress of higher horsepower. Roller Lifters: Specifically, LS7 roller lifters are a robust choice; you’ll need two sets. Lifter Trays: LS7 lifter trays are recommended, and you’ll need four sets to complete the installation. Trunnion Upgrade Kit: This kit will provide added reliability to your rocker arms, reducing wear and tear. Replacement Timing Chain: A new, sturdy timing chain is vital for maintaining engine timing and preventing issues under high stress. When pushing your engine to this power level, fuel type also plays a crucial role. E85 fuel is highly recommended, especially if you’re retaining the stock bottom end (SBE) of your 6.0L LS engine. This will help manage the additional power while keeping things cool. Additional Considerations Bearings and Piston Rings: If you’re upgrading rods and pistons, you will also need high-quality bearings and piston rings. These components must be meticulously selected based on the specific dimensions provided by your machine shop. Factory Crankshaft Inspection: Examine the existing crankshaft; if it’s still in good condition, it can handle the power. However, weld the 24x reluctor solid to the crank if you’re using a Gen 3 style reluctor wheel to avoid any potential issues. Intercooler Installation: For a more efficient inlet charge and to squeeze out additional horsepower, adding an intercooler is highly beneficial. Ensure there’s enough space in your engine bay to accommodate this upgrade. By considering these enhancements, you’ll not only aim for that 1,000 horsepower mark but also ensure a more reliable and efficient build. What are the parts required for a 1,000 HP 6.0 LS build? Parts Required for a 1,000 HP 6.0 LS Build Building a 1,000 horsepower 6.0 LS engine requires a carefully selected list of high-performance components. Here’s a breakdown of the essential parts: Turbocharging Components 80mm Turbocharger: Provides the significant boost needed to achieve high horsepower. Forward Facing Turbo Header Kit: Ensures optimal exhaust flow for the turbo setup. Turbo Wastegates (44mm, two required): Critical for regulating exhaust gases and turbo pressure. Cylinder Heads and Valvetrain High-Performance Cylinder Heads: For example, CNC-machined heads with an 11-degree angle for improved airflow, ensuring better performance. Dual Valve Spring Kit: Enhances engine reliability at high RPMs by managing the increased valve lift. Stage 2 Camshaft: Designed to maximize power output with a balance of duration and lift. Intake and Fuel System High-Flow Intake Manifold: Ensures adequate air delivery to the cylinders. 85 lb/hr Fuel Injectors (Set of 8): Required to provide sufficient fuel under high load and boost conditions. 102mm Throttle Body: Offers increased airflow capacity to match the larger intake manifold. Engine Fasteners and Gaskets Head Stud Kit: Ensures a secure and stable cylinder head attachment to cope with high boost pressures. Complete LS Engine Gasket Set: Necessary for sealing all engine components and maintaining reliability. Balancer Bolt: A critical piece for securing the harmonic balancer, which is important to engine balance and function. Additional Recommended Parts Performance Crankshaft and Rods: To handle the increased stress and avoid failure under high power conditions. High-Flow Fuel Pump: Ensures that the engine always has enough fuel at higher horsepower levels. Aftermarket Engine Management System: For precise control over fuel and ignition timing, which is crucial in high-performance builds. Summary Each of these components plays a vital role in achieving the 1,000 horsepower goal for a 6.0 LS engine build. Proper selection and installation of these parts will lead to a reliable, high-performance setup. What additional parts are recommended for an 800 HP 6.0 LS build if budget allows? Recommended Additional Parts for an 800 HP 6.0 LS Build When building an 800 HP 6.0 LS engine, investing in certain additional components can make a significant difference in performance and reliability. If your budget permits, consider adding the following parts: Performance Lifters: Opt for high-quality roller lifters to ensure smooth valve motion and increased durability. For example, LS7 roller lifters have proven reliability in high-performance builds. Lifter Trays: To keep those roller lifters securely in place, add matching lifter trays. These are crucial for maintaining proper lifter alignment and function. Upgraded Trunnion Kit: Swapping the stock trunnion assembly for an upgraded kit enhances the rocker arm’s strength and reduces the risk of failure under extreme stress. Replacement Timing Chain: A robust timing chain is essential for maintaining engine timing, especially at high RPMs. Consider a high-performance chain that offers superior wear resistance. These components will help you achieve not only the horsepower target but also ensure that your engine maintains reliability and efficiency over the long haul. What are the parts required for an 800 HP 6.0 LS build? Comprehensive Parts List for Building an 800 HP 6.0 LS Engine Building an 800 horsepower 6.0 LS engine requires a meticulous assembly of high-performance components. Here’s a detailed list of the essential parts you need to achieve this powerful build: Turbo and Exhaust 80mm Turbo: Ensures substantial air intake and boosts engine performance. Single Turbo Exhaust Manifold Kit: Optimizes exhaust flow, crucial for turbocharged engines. Cylinder Heads and Components CNC 11-Degree Heads (x2): Improves airflow and combustion efficiency. Dual Valve Spring Kit: Supports high-lift camshafts and high RPM stability. Intake and Fuel System High-Flow Intake Manifold: Enhances air distribution to the engine. 102mm Throttle Body: Increases airflow into the intake manifold. 85 lb/hr Fuel Injectors (Set of 8): Ensures adequate fuel delivery for high horsepower output. Camshaft and Valvetrain Stage 2 Camshaft: Offers a significant increase in lift and duration for better performance. Roller Lifters (x2 sets): Reduces friction and wear in the valvetrain. Lifter Trays (x4): Houses and stabilizes the lifters. Trunnion Upgrade Kit: Enhances rocker arm strength and reliability. Engine Internals and Fasteners Head Stud Kit: Provides a secure clamping force for the cylinder heads. Balancer Bolt: Ensures the harmonic balancer is securely fastened. Gasket Set for LS Engine: Seals critical joints to prevent leaks. Additional Recommendations For those with extra budget, consider incorporating these upgrades for enhanced reliability and performance: Replacement Timing Chain: Ensures precise timing and long-lasting durability. High-Flow Turbo Wastegate (50mm): Manages exhaust flow to control boost pressure. Final Thoughts These components, meticulously selected and assembled, will help you achieve the power and reliability of an 800 HP 6.0 LS engine. Always confirm compatibility and consult a professional before making final purchasing decisions. What additional parts are recommended for a 700 HP 6.0 LS build if budget allows? Recommended Additional Parts for a 700 HP 6.0 LS Build If your budget allows, investing in these additional components can significantly enhance your 700 HP 6.0 LS build: Roller Lifters:Opt for high-performance roller lifters (such as LS7 types) and make sure to order two sets. Lifter Trays:Secure lifters in place with four high-quality lifter trays, ensuring optimal performance and longevity. High-Performance Pushrods:Consider Comp Cams Hi-Tech pushrods for superior strength and durability. Replacement Timing Chain:A durable, OEM-grade timing chain from GM will help maintain precise timing and improve engine reliability. Supercharger Pulley:An Edelbrock E-Force 2.75-inch supercharger pulley can significantly boost your power output, taking your build to the next level. These additional parts not only complement your existing setup but also ensure that your engine runs smoothly at higher performance levels. What are the parts required for a 700 HP 6.0 LS build? Essential Parts for a 700 HP 6.0 LS Build Achieving a 700 HP build with a 6.0 LS engine requires a well-thought-out selection of components. Below are the essential parts you will need: Core Components Supercharger: A high-performance supercharger, ideally paired with a modestly-sized pulley to optimize boost. Camshaft: A turbo or performance camshaft suitable for high horsepower. Valve Springs: Performance-grade valve springs to handle increased lift and duration. Timing Cover Gasket Set: Ensure a proper seal to maintain engine integrity. Additional Recommended Components To further enhance your build, consider adding the following items: Roller Lifters: High-performance lifters for better valve operation; ensure you get the correct quantity. Lifter Trays: Keeps the lifters aligned and functioning smoothly; often sold in packs. Pushrods: High-tech pushrods to manage the increased stress from the high-performance camshaft. Replacement Timing Chain: A robust timing chain to withstand the higher RPMs. Supercharger Pulley Upgrade: Consider a smaller pulley for additional boost. Notes Be mindful of your budget when planning your build. If you can allocate additional funds, the extra recommendations will significantly enhance performance and reliability. This list provides a comprehensive overview of the necessary parts to transform a 6.0 LS engine into a 700 HP powerhouse. Selecting the right components is critical to achieving your horsepower goals while maintaining engine reliability and performance. What additional parts are recommended for a 600 HP 6.0 LS build if budget allows? Recommended Parts for a 600 HP 6.0 LS Build (Budget Permitting) When planning a 600 HP 6.0 LS build, consider adding these high-performance components to maximize your engine’s potential: Shaft Mount Rocker System: Ensures stability and precise valve operation at high RPMs. Hi-Tech Pushrods: Enhances durability and strength, reducing flex under load. Roller Lifters (order two sets): Lowers friction for better efficiency and performance. Lifter Trays (order four sets): Provides secure housing for lifters, preventing rotation and misalignment. Replacement Timing Chain: A robust timing chain is crucial for maintaining proper engine timing under extreme conditions. If you need a throttle body that integrates IAC and TPS sensors, consider the FiTech 102mm throttle body as an alternative. This option includes all necessary sensors, offering a seamless replacement for the Holley variant typically recommended. What are the parts required for a 600 HP 6.0 LS build? To achieve a 600 HP build for your 6.0 LS engine, you’ll need a combination of high-performance components. Here’s a comprehensive list: Cylinder Heads 276cc Aluminum Heads(Order two) Intake System High-Flow Intake Manifold 65 lb/hr Fuel Injectors(Set of 8) 102mm Throttle Body Camshaft Stage 2 Camshaft Valve Train Dual Valve Spring Kit Fasteners Head Stud Kit Gaskets and Hardware Engine Gasket Set Balancer Bolt With these components, your 6.0 LS engine will be well on its way to delivering 600 HP. By opting for high-quality parts, you ensure durability and peak performance. What additional parts are recommended for a 550 HP 6.0 LS build if budget allows? Recommended Additional Parts for a 550 HP 6.0 LS Build If you’re looking to elevate your 550 HP 6.0 LS build and your budget allows, consider adding these high-performance parts to your shopping list: Essential Upgrades: Trunnion Upgrade Kit High-Performance Roller Lifters(buy two sets) Lifter Trays(purchase four sets) Replacement Timing Chain Throttle Body (92mm) Fuel System Considerations The intake system doesn’t come with fuel rails. You’ll need to either find an OEM fuel rail or opt for high-quality aftermarket options. Throttle Body Sensor Compatibility If your existing throttle body lacks IAC and TPS sensors, you can replace it with a comprehensive 92mm throttle body, which includes these essential components. These additions will not only boost your engine’s performance but also enhance its reliability and longevity. What are the parts required for a 550 HP 6.0 LS build? Parts List for a 550 HP 6.0 LS Build Building a 550 HP 6.0 LS engine requires a precise selection of high-performance components. Below is a comprehensive list of the essential parts you’ll need to achieve this power level. Core Components: Camshaft BTR Stage 3 Camshaft Valve Spring Kit BTR Valve Spring Kit Intake Manifold Trailblazer SS Intake Manifold Gasket Set Fel-Pro Timing Cover Gasket Set Balancer Bolt GM Balancer Bolt Essential Add-Ons: For optimal performance and reliability, consider incorporating the following additional parts into your build: Trunnion Upgrade Kit PRW Trunnion Upgrade Kit Roller Lifters LS7 Roller Lifters (Quantity: 2 sets) Lifter Trays LS7 Lifter Trays (Quantity: 4 trays) Timing Chain GM Replacement Timing Chain Throttle Body Holley Sniper 92mm Throttle Body Important Considerations: Fuel Rails: The Trailblazer SS intake does not come with fuel rails. You will need to source either the OEM fuel rail or an aftermarket option, such as Holley’s LS truck intake fuel rail kit. Throttle Body Sensors: If you don’t have a throttle body with IAC and TPS sensors, you can substitute the Holley Sniper with the FiTech 92mm throttle body, which includes these sensors. By following this list, you will have all the key parts necessary for building a high-performance 550 HP 6.0 LS engine. Enjoy the power and performance boost! What additional parts are recommended for a 500 HP 6.0 LS build if budget allows? Recommended Parts for a 500 HP 6.0 LS Build (If Budget Allows) When aiming for a powerful 500 HP 6.0 LS build, investing in additional high-quality parts can significantly enhance performance. If budget constraints aren’t an issue, consider incorporating the following components into your build: Trunnion Upgrade Kit: Strengthening the rocker arms can prevent valve train issues under high performance. Roller Lifters (Order Two Sets): These provide better stability and increased RPM potential, crucial for high-horsepower applications. Lifter Trays (Order Four Sets): Ensuring that the lifters stay in place is vital, especially under intense engine stress. Replacement Timing Chain: A robust timing chain maintains precise timing, reducing the risk of engine damage at high performance levels. High-Flow Throttle Body: Opt for a 92mm throttle body to improve air intake, essential for achieving higher horsepower. Additionally, the Trailblazer SS intake doesn’t come with fuel rails. You’ll need to either source OEM fuel rails or utilize aftermarket options. Aftermarket fuel rail kits designed for LS truck intakes are a practical choice. If you lack a throttle body to transfer IAC (Idle Air Control) and TPS (Throttle Position Sensor) sensors, consider choosing a throttle body that includes these sensors, ensuring compatibility and ease of installation. These upgrades not only boost your engine’s performance but also contribute to its overall reliability and longevity, allowing you to enjoy the full potential of your 6.0 LS build. What are the parts required for a 500 HP 6.0 LS build? Essential Parts for a 500 HP 6.0 LS Build Achieving 500 horsepower from a 6.0 LS engine requires a combination of high-quality components. Here’s a comprehensive list to guide your build: Core Components Performance Camshaft Choose a high-lift camshaft designed for naturally aspirated setups. Valve Spring Kit Ensure your springs can handle the increased lift and duration of the performance cam. High-Flow Intake Manifold Look for a manifold known for improving airflow and performance. Timing Cover Gasket Set Proper sealing is crucial for maintaining performance and reliability. Balancer Bolt A secure and durable balancer bolt is essential for engine safety. Recommended Add-Ons (If Budget Permits) Trunnion Upgrade Kit Enhances the durability and performance of the stock rockers. High-Performance Roller Lifters Improves valvetrain stability, especially at high RPMs. Typically, you’ll need two sets. Lifter Trays Essential components that keep lifters in place, with four required for a complete setup. Replacement Timing Chain Opt for a high-quality chain to ensure precise timing and durability. High-Flow Throttle Body A larger throttle body (e.g., 92mm) will enhance airflow and engine response. Additional Considerations Fuel Rails If your chosen intake manifold doesn’t include fuel rails, consider high-flow aftermarket options. Ensure compatibility with your setup. Throttle Body Sensors If reusing a throttle body, ensure it supports Idle Air Control (IAC) and Throttle Position Sensor (TPS). If not, opt for a complete throttle body that includes these sensors. By investing in these components, you’ll be well on your way to achieving a robust and reliable 500 HP from your 6.0 LS engine. Always verify compatibility and quality to ensure the best performance from your build. What fuel system modifications are needed to support different horsepower levels in a 6.0 LS build? Fuel System Modifications for Different Horsepower Levels in a 6.0 LS Build When building a high-performance 6.0 LS engine, various fuel system modifications are necessary to support different horsepower levels. Basics for 400 Horsepower To achieve around 400 horsepower, a simple cam swap can often suffice. However, at this power level, the stock injectors and fuel delivery system will be near their limits. You might need to upgrade these components for optimal performance: Camshaft: Upgrade for additional airflow. Stock Injectors: Ensure they are in good working condition; consider higher-flow options if necessary. Fuel Delivery System: Likely to need replacement—consider converting to an electronic fuel injection (EFI) setup with in-tank fuel pumps, regulators, and fuel lines. For Higher Horsepower Levels (E85 Considerations) For builds aiming at significantly higher horsepower, moving to E85 fuel becomes advantageous: E85-Compatible Components: You will need E85-compatible fuel pumps, lines, and injectors to handle the increased fuel volume and different chemical properties. Injector Variations LS fuel injectors come in various flow rates, heights, and connector styles, which can complicate your selection: Flow Rates & Heights: Match injectors to your intended horsepower. Different heights might require spacers or adjustments. Connector Styles: Injectors come with various connectors depending on their application year and model. Verify the compatibility with your wiring harness or use adapter connectors. Historical Context: Injector Types The 6.0 LS engines have used different injectors over the years, resulting in varied wiring connector styles and heights: Wiring Connectors: Ensure compatibility with your existing harness or get adapters if necessary. Aftermarket Solutions: Opt for new injectors rather than mixing used ones with potentially different flow rates and styles. Recommendations To avoid potential issues: Purchase Compatible Injectors: Ensure they match your specific wiring harness and engine intake setup. Injector Spacers: Use these if there are height discrepancies, especially when mixing truck injectors with car intakes. Consistency: Avoid mixing old and new injectors to maintain consistent flow rates and performance. By paying careful attention to these fuel system components and their compatibility, you’ll streamline the process of building a reliable, high-performance 6.0 LS engine that meets your horsepower goals. What is the Maximum Reliable Horsepower for a 6.0 LS Engine Without Major Internal Upgrades? If you’ve been diving into 6.0 LS builds, you might have seen impressive feats of horsepower in various YouTube videos. While these examples often achieve sky-high numbers using stock bottom ends (SBEs) under extreme conditions, what’s realistic for a reliable, street-worthy build? Realistic Expectations The key to a long-lasting 6.0 LS build is managing expectations. Stock bottom end 6.0 LS engines have been shown to handle substantial horsepower, but pushing them to their limits on the street can lead to reliability issues. Here are the considerations: Stock Foundations: Factory 6.0 LS engines are designed with a baseline horsepower in the 300s. Boost Potential: Many enthusiasts push these engines well beyond 500 with the help of increased ring gaps, boost-friendly camshafts, and aftermarket heads and intakes. Case Study: Conservative Yet Powerful Build For example, a 6.0L LS with refreshed pistons, rings, and bearings, paired with a performance cam, can easily reach around 496 horsepower and 460 lb/ft of torque without overhauling major internals. Achievable and Reliable Power So, what’s the maximum reliable horsepower? A safe bet is aiming for around 500 horsepower naturally aspirated, or just over, when fitted with better heads, cam, and intake. This level of power doesn’t necessitate major internal upgrades and maintains a better balance between performance and durability. Components to Upgrade: Heads: Aftermarket heads can significantly improve airflow. Camshaft: Boost-friendly camshafts enhance power without overly stressing the engine. Intake: An aftermarket intake manifold can complement the other upgrades and help achieve higher power levels. Understanding Limitations and Weaknesses Weak Links: The Gen III engines, in particular, have been noted for their weaker powdered metal rods which become a vulnerability at higher boost levels. Boost Considerations: Adding boost can quickly escalate the need for stronger internal components. For major boosts, rods and pistons will likely need upgrading to ensure the engine’s longevity. Conclusion For a reliable street setup using a 6.0 LS engine without extensive internal modifications, aim for 500-600 horsepower. Beyond this range, the necessity for significant upgrades grows, making the engine less suited for long-term everyday use. Keeping the build within these parameters ensures a balance of power, performance, and durability. How Much Horsepower Can a 6.0 LS Make? If you’re diving into the world of 6.0 LS engine builds, you’re likely curious about its horsepower potential. The 6.0 LS, known for its robust design and performance, offers impressive capabilities, especially when modified. Stock Capabilities and Beyond From the factory, a stock 6.0 LS engine typically delivers just over 300 horsepower. However, many enthusiasts push these engines far beyond their original specs. With stock bottom end (SBE) setups, some have achieved over 25 pounds of boost, hitting remarkable power levels. But the real question is, how much horsepower can you realistically expect? Modified Power Potential With the right modifications, the 6.0 LS can produce incredible horsepower numbers. Here’s a general outline of common modifications and their impacts: Increased Ring Gap: Helps with boost pressure and longevity. Boost-Friendly Camshaft: Optimizes airflow for higher performance. Aftermarket Heads and Intake: Improve breathing and efficiency. When these modifications are combined, high-mileage 6.0 LS engines have been known to produce over 1,400 horsepower. Factors Affecting Real-World Performance While achieving over 1,400 horsepower is possible on a test bench, it’s critical to consider your specific setup and goals. Real-world performance on the street can vary due to: Engine Health: Older engines may require more attention and rebuilding. Boost Levels: Higher boost leads to more stress on engine components. Tuning: Precise engine tuning is crucial for reliability and performance. Supporting Mods: Components like fuel systems and intercoolers play significant roles. Conclusion The 6.0 LS engine, with the right modifications, can easily push well past its stock limits, reaching north of 1,400 horsepower. However, remember that street performance may differ, and achieving high horsepower involves careful planning and execution. Be sure to assess your goals and invest in quality components to make the most of your 6.0 LS build. What modifications are necessary when using Gen 4 6.0 LS engines? Necessary Modifications for Using Gen 4 6.0 LS Engines When upgrading to a Gen 4 6.0 LS engine, several modifications are essential to ensure optimal performance and compatibility, especially if you’re incorporating performance-enhancing components. Below are the key modifications required: Valvetrain Upgrades To accommodate performance parts like a camshaft, you need to disable the Variable Valve Timing (VVT) feature. Here’s how: Replace the Timing Cover: Use a Gen 3 timing cover to eliminate the VVT function. Associated Components: Exchange other related parts to match the Gen 3 setup. VVT Delete Kit PCM Tuning: Disabling VVT isn’t just a mechanical process; the Powertrain Control Module (PCM) needs to be reprogrammed. This is particularly important if you’re maintaining the stock Electronic Fuel Injection (EFI) and PCM from the original setup. Compatibility Adjustments Wiring and ECU: Ensure that the stock EFI wiring harness and PCM are compatible with your modifications. This might involve re-pinning wires or using adapter harnesses. Fuel System: Evaluate whether the existing fuel system can support the increased performance requirements. Additional Considerations Headers and Exhaust: High-performance modifications generally lead to increased exhaust flow requirements. Upgrading to performance headers and a larger exhaust system may be necessary. Cooling System: Enhanced engines produce more heat, so consider upgrading the radiator and cooling fans. Summary Switching to a Gen 4 6.0 LS engine involves disabling VVT through specific part replacements and tuning the PCM. Attention to detail in wiring and fuel system compatibility further ensures your upgrades deliver the performance gains you’re seeking. What are the differences between the LQ9 and LQ4 6.0 LS engines? Differences Between the LQ9 and LQ4 6.0 LS Engines When diving into the world of 6.0 LS engines, you’ll commonly encounter the LQ9 and LQ4. Both are robust choices for junkyard builds but have key differences that set them apart. LQ9 Engine Iron Block Construction: The LQ9 features a strong iron block, making it ideal for boosted applications. Flat Top Pistons: These pistons offer higher compression, resulting in a boost in horsepower and torque compared to other 6.0 LS engines. Performance Specs: Typically, an LQ9 produces around 345 horsepower and 380 lb-ft of torque. Years and Vehicles: This engine was commonly found in 2002-2007 Chevy, GMC, and Cadillac trucks, vans, and SUVs. Look for the 8th digit of the VIN to be an “N” to identify an LQ9. LQ4 Engine Iron Block Construction: The LQ4 also features an iron block similar to the LQ9, which provides a strong foundation for various builds. Dished Pistons: Unlike the LQ9’s flat tops, the LQ4 employs dished pistons that result in a lower compression ratio. Performance Specs: The LQ4 produces anywhere from 15 to 45 horsepower less than the LQ9, depending on the model year. Years and Vehicles: This engine was available in 1999-2007 GM trucks, vans, and SUVs. Check for the 8th digit of the VIN to be a “U” to identify an LQ4. Summary The LQ9 excels in higher compression and power output due to its flat top pistons, making it a popular choice for performance builds. In contrast, the LQ4, with its dished pistons, offers lower compression and slightly less horsepower but remains a solid option due to its similar iron block construction. Whether you prioritize higher power potential or are open to a slightly lower power threshold, both engines offer great foundations for a budget-friendly, high-performance build. How can I find a cheap 6.0 LS engine for a budget build? How to Find a Cheap 6.0 LS Engine for a Budget Build Start at Your Local Salvage Yard One of the easiest and most effective ways to find a cheap 6.0 LS engine is by visiting your local salvage yard. Salvage yards are treasure troves filled with tens of thousands of vehicles, many of which house the coveted 6.0 LS engine. Look for Popular Models For a budget-friendly build, focus on popular models known for their availability and performance potential. A standout option is the LQ9 engine. What is the LQ9? The LQ9 is an iron block Gen 3 6.0 LS engine. Found in 2002-2007 trucks, vans, and SUVs such as Chevy, GMC, and Cadillac. Recognizable by the 8th digit of the VIN being an ‘N’. Marketed as Vortec HO 6000 or Vortec MAX, making it easy to identify. Why Choose the LQ9? Plentiful and Affordable: Its widespread use in various GM vehicles makes it abundant and cost-effective. Strong Iron Block: Ideal for boosting performance, the robust iron block can handle more power upgrades. Flat Top Pistons: These factory pistons provide higher compression, translating to increased horsepower and torque. Expect around 345HP and 380 lb-ft of torque. Tips for Salvage Yard Hunting Do Some Research: Identify which vehicles commonly come with the engine you want. Check the VIN: Use the VIN to ensure you’re picking the right engine model. Inspect the Engine: Look for obvious signs of damage or excessive wear that could affect its performance. Negotiate: Don’t be afraid to haggle to get the best deal possible. Plan Your Budget Build Starting your budget 6.0 LS build with a salvage yard find means you’ll save a significant amount of money upfront. Use these savings to invest in performance parts that will help you achieve the horsepower goals for your project. Whether you’re working on a muscle car or a classic truck, a well-chosen 6.0 LS engine from a salvage yard can be the heart of a powerful, budget-friendly build. What is the Best 6.0 LS Engine for a Performance Build? When it comes to building a high-performance 6.0 LS engine, the LQ9 stands out as a top contender. Here’s why this engine is a popular choice among enthusiasts: Characteristics of the LQ9 Iron Block Durability: The LQ9 features a robust iron block, which handles high stress and boost more effectively than its aluminum counterparts. This makes it ideal for turbocharging or supercharging applications. Factory Compression Advantage: Equipped with factory flat-top pistons, the LQ9 has a slight compression edge over other 6.0L LS engines. This results in a notable increase in horsepower and torque. To put it in perspective, the LQ9 typically delivers around 345 horsepower and 380 lb-ft of torque. Affordability and Availability: Originally found in various 2002-2007 trucks, vans, and SUVs, the LQ9 is abundant in junkyards, making it an affordable option for builders. Additionally, its widespread use means that finding replacement parts is usually straightforward and inexpensive. Versatile Application: Whether you’re working on a muscle car, a classic truck, or another high-performance project, the LQ9 adapts well to various builds. Its strong performance and reliability ensure that it meets the demands of a wide range of automotive projects. Identifying an LQ9 Look for the 8th digit ‘N’ in the VIN when searching for an LQ9 in donor vehicles. These engines are often branded as Vortec HO 6000 or Vortec MAX. An easy visual cue is the distinctive plastic engine cover. Conclusion For a budget-friendly, robust, and versatile 6.0 LS engine, the LQ9 is the optimal choice. Its combination of durability, performance, and availability makes it highly suitable for enthusiasts aiming to create a powerhouse on a reasonable budget. What tools are helpful for building a 6.0 LS engine? To finish this portion of the build we installed the final two sensors, which go on the side of the Holley throttle body. The first is for the top; it’s the IAC or Idle Air Control Motor (P/N HLY-543-105). The bottom one is the TPS or Throttle Position Sensor (P/N SNE-870001). Both are Holley parts, so they fit perfectly into the throttle body. Again, we had to provide our own hardware, but it was easy to get from our local hardware store. When building a 6.0 LS engine, there are several specialized tools that can make the process much smoother. Here are some essentials: LS Crank Holding Tool: This tool is crucial for holding the crank in place when torquing the balancer bolt. LS Balancer Installer: Ensures that the balancer is installed without damaging the crankshaft. LS Valve Spring Compressor: Makes it easier to remove and install valve springs without damaging them. LS Trunnion Upgrade Tool: This is particularly useful for upgrading the stock rockers to a more robust trunnion system. LS Engine Mock Up Block: A lightweight alternative for trial-fitting components without the weight of a complete engine. T4 Flange Turbo Mock Up Tool: Helps in aligning and fitting the turbo system accurately. These tools, combined with the correct sensors and hardware, ensure a smoother build process and optimal engine performance. Read More: TOP 10 LS ENGINE QUESTIONS FREQUENTLY ASKED QUESTIONS What are some tips for budget engine building mentioned in the video series? Budget Engine-Building Tips Looking to build an engine without breaking the bank? Here are some valuable tips from our video series to get you started: Select the Right Camshaft Opt for a camshaft designed to enhance torque in your engine setup. A high-torque camshaft can significantly improve performance without the need to splurge on extra components. Upgrade Lifters and Guides Investing in reliable lifters with matching guides ensures smooth operation and longevity, making this an essential upgrade for your budget build. Install Quality Springs Use high-lift beehive springs. These springs provide the necessary support for high-performance applications while being easy on your budget. Choose a Durable Timing Set A true roller timing set is crucial for maintaining precise engine timing. It offers durability and reliability, critical for a budget yet robust engine build. Consider an Efficient Intake Manifold A high-performance intake manifold boosts engine airflow, resulting in better fuel efficiency and power output. This can be a great investment to get more out of your engine without excessive costs. By following these tips and selecting cost-effective parts, you can achieve a powerful engine build while staying within your budget constraints. Always ensure the compatibility of parts with your engine for the best results. What is the significance of the high-ram intake for the build’s aesthetics and functionality? Understanding the High-Ram Intake’s Role in Your Build The high-ram intake is not just a piece of hardware; it’s a game-changer for both performance and aesthetics in your build. Here’s why: Boosting Performance Enhanced Power and Torque: While there are intakes designed for low to mid-range power, the high-ram intake truly shines when racing beyond 5,000 RPM. From 5,000 to 7,000+ RPM, it delivers progressively better horsepower and torque, translating to a more powerful and responsive driving experience. Engine Compatibility: Its design makes it a perfect fit for expansive engine bays, like that of the ‘78 F-100, showcasing versatility across various builds. Elevating Aesthetics Striking Design: The high-ram intake isn’t just about function; it’s an aesthetic upgrade that stands out, especially when powder-coated. Customizable Appearance: Powder-coating the intake allows for customization, enabling it to blend seamlessly with your truck’s color scheme, adding a personalized touch that complements the vehicle’s overall look. By combining superior performance with eye-catching design, the high-ram intake enhances both functionality and the visual appeal of your build, making it a valuable addition to any high-revving engine project. What is the discussion around the intake manifold choice for the build? Understanding the Intake Manifold Decision for the Build Choosing the right intake manifold for this build involves weighing performance benefits with aesthetic preferences. While there are options available that boost low to mid-range power and torque, the High-Ram model stands out for its high RPM capabilities. Performance Highlights RPM Range: This manifold competes closely with others up to about 5,000 RPM. However, its true advantage becomes evident from 5,000 to over 7,000 RPM, where it significantly enhances horsepower and torque. Engine Bay Compatibility: With a generously sized engine bay in the ’78 F-100, the High-Ram fits seamlessly, allowing for optimal performance without compromising on space. Aesthetic Appeal The ability to powder-coat the manifold adds a level of customization that aligns with the truck’s overall color scheme. This not only enhances the engine’s appearance but also caters to enthusiasts keen on both function and form. In summary, while other models may better serve certain power ranges, the High-Ram is chosen not only for its high-range performance but also for its compatibility and visual appeal in this specific truck build. What measurements and inspections were performed in Part 2 of the video series? Exploring the Critical Measurements and Inspections in Episode 2 of the Budget 6.0L LS Engine Build Series In the second episode of the Budget 6.0L LS engine build, the process moves beyond simply tearing down the engine. The focus shifts to detailed inspections and precise measurements that are crucial for the engine’s performance and reliability. Key Inspections and Measurements Performed: Bearing Examination Each engine bearing is closely inspected for wear and tear to ensure they meet the necessary tolerances. This step helps identify any potential issues that could affect engine performance. Precision Measurements Critical components are carefully measured, including the crankshaft journals and bores, to ensure they fall within specified limits. Precision is key in these measurements to avoid misalignments or friction issues once the build progresses. Component Layout Parts for the assembly are laid out and organized. This includes identifying which parts need further machining or cleaning to integrate smoothly into the build. Handy Assembly Tips Throughout the episode, useful tips for efficient engine assembly are shared, offering insights into best practices for reliable engine construction. The episode not only details these meticulous steps but also sets the stage for further progress in building a dependable high-performance engine. What feedback did 68Formula provide regarding the camshaft part number in the build? 68Formula pointed out a discrepancy in the part number for the camshaft depicted in the build’s graphic. They noted that the number shown does not align with the actual camshaft being used. If the graphic was merely an example, this feedback might be unnecessary. However, they expressed eagerness to continue following the progress of the build. What comments did the forum users make regarding the intake choice and engine performance? Forum Discussion on Intake Choice and Engine Performance Initial Considerations: One forum member questioned the choice of a high ram intake for the engine build, suggesting that a newer truck intake might be more suitable unless aesthetics were the primary concern. This opened up a debate on the impact of intake choices on performance versus appearance. Performance Insights: A thorough understanding emerged that while the high ram intake resembles the LS1 in performance up to 5,000 RPM, it begins to show superior horsepower and torque beyond this point, reaching up to 7,000+ RPM. This makes it a better option for those who prioritize performance at higher RPMs. Comparison to Other Intakes: The high ram intake was compared unfavorably to other intakes, with some users noting it as a less optimal choice for street use due to its performance mostly shining in peak RPM ranges. They suggested that options like FAST intakes might provide better performance across the entire powerband, especially for everyday driving. Prioritizing Aesthetics: For the specific build in question—a ’78 F-100 described as a weekend driver—participants acknowledged that aesthetic appeal was a significant factor. The high ram was chosen for its visual match to the truck, even if it wasn’t the top performer in all driving conditions. Alternative Suggestions: Several forum users expressed interest in performance comparisons between a truck intake and the high ram. They speculated that a truck intake would excel up to 5,000 RPM, making it potentially more suitable for a street-oriented setup with smaller displacement and larger camshaft configurations. Conclusion The discussions reflected a mix of opinions balancing performance optimization and visual appeal, with many agreeing that the right choice depends on intended use and personal priorities. What vehicle is the engine from the budget build being installed in? The engine from the budget build is being installed in a vintage 1978 Ford F-100. Isn’t that an exciting choice? What is the purpose of using a specific cam bearing installation tool? The purpose of using a specialized cam bearing installation tool is to enhance precision and ease when installing the #1 cam bearing. While it’s possible to insert this bearing from the rear without a tool, using a dedicated installation device ensures that the bearing is aligned perfectly, minimizing the risk of misalignment and potential damage. This tool is particularly beneficial for those who may be less experienced or who simply want to streamline the installation process. It provides an additional layer of confidence by guiding the bearing into place accurately. While some experienced mechanics may not find it necessary, many others appreciate the convenience and assurance it brings to the task. What performance goals does the NA C6z Build aim to achieve? Performance Goals of the NA C6z Build The NA C6z build aspires to reach an impressive benchmark, targeting approximately 700 wheel horsepower (whp). This ambitious figure is aimed at maximizing performance. Alongside this, the build predicts a torque output ranging between 550 to 560 pound-feet at the wheels (wtq). These goals reflect a dedication to achieving high power and performance levels, pushing the vehicle’s capabilities to new heights. What issues did the NA C6z Build face, and what changes were planned to address them? Issues with the NA C6z Build The primary problem with the NA C6z Build was noticeable valvetrain noise, especially at cold starts, due to some lifter knock. This was traced back to the use of springs with excessive seat pressure for the installed lifters, which couldn’t hold the pressure. Specifically, the springs were calibrated for an open pressure of about 540lb, far exceeding the lifters’ capability of 420lb, leading to their overnight collapse and a subsequent ‘bouncing’ until they stabilized on startup. Additionally, the engine’s performance on the dyno revealed inconsistencies. The power output peaked at 6100rpm, lower than the expected 65-6700rpm with the current camshaft. Attempts to further push the engine beyond 7000rpm resulted in a loss of power, a clear sign of valve float caused by collapsing lifters at high revolutions. This issue was particularly apparent during shifts at full throttle. Planned Changes to Address Issues To tackle these challenges, a comprehensive overhaul of several engine components was planned: Exhaust System: Upgrade to 2″ to 2-1/8″ stepped headers with 3.5″ collectors to improve exhaust flow. Intake System: Install a high-performance intake base with a custom fabricated lid and a 4.5″ air intake featuring a premium filter. Camshaft: Swap in a custom camshaft with greater duration, increased lift, and a wider LSA, though specific details remain confidential. Cylinder Heads: Send the heads for further milling to increase compression. Lifters and Pump: Replace with new Johnson lifters and a high-capacity oil pump to ensure adequate lubrication and support for modifications. Throttle and Water Systems: Upgrade to a 108mm throttle body and install an electric water pump for more efficient cooling and air intake management. Supplementary Kits: Add a methanol injection kit for better performance and a vacuum pump for improved pressure regulation. Exhaust: Fit a high-performance exhaust setup for enhanced sound and efficiency. With these modifications, the goal is to achieve a power output of around 700 horsepower at the wheels, with torque estimated between 550-560 lb-ft. The decision was made to avoid moving to a solid roller setup for the time being, although there is a potential plan to develop a second motor with even more advanced components. What experiences were shared about the NA C6z Build at the half-mile event? Insights from the Half-Mile Event with the NA C6Z Build Participating in a recent half-mile racing event brought its share of thrills and challenges with the NA C6Z build. Despite some initial setbacks, the day concluded victoriously with a first-place finish in the Naturally Aspirated (NA) class, hitting a top speed of 178 mph. Challenging Start The day began with an unexpected hiccup—forgetting the car key on a journey to the event. Fortunately, a friend was able to retrieve it. However, this delay meant missing out on cooler morning temperatures and lighter winds, postponing the first run until noon. First Run Struggles The initial run was tricky, battling a dusty runway that affected traction. An attempt to maintain moderate acceleration led to challenges in second gear as the car’s power kicked in. Approaching the finish, a mechanical issue emerged with a sudden lack of power due to a fallen fuel injector. Thankfully, a quick fix was possible thanks to keen diagnostics and a reliable engine management system. Successful Second Attempt The second run marked the day’s highlight, as the car reached its top speed. Everything functioned smoothly, apart from letting off the accelerator slightly early. Despite that, the speed was impressive, showcasing the build’s potential. A Third Run and More Plans During the third and final run, throttle control was inconsistent, resulting in less than full acceleration initially. Nevertheless, the day was a triumph due to the successful navigation through these experiences. Plans are already in the works to attend future events and possibly push the limits even further. Competitive Edge To put the performance into perspective, the closest competing NA C6 Z06 clocked a maximum speed of 164 mph, highlighting the substantial edge of the NA C6Z in this particular event. In summary, the event was a rollercoaster of emotions—from forgotten essentials to thrilling victories. Yet, the experience underscored the build’s resilience and potential, sparking enthusiasm for upcoming competitions. What is the focus of Summit Racing’s Budget 6.0L LS Build video series? Unleashing Power on a Budget: Summit Racing’s 6.0L LS Build Video Series Summit Racing’s latest video series spotlights the impressive transformation of a humble 6.0L LS engine into a powerhouse, all while keeping budget constraints in mind. This four-part series is perfect for both seasoned gearheads and newcomers eager to witness an affordable yet robust build. What to Expect: Foundation Work: It all kicks off with a junkyard-sourced 6.0L LS block, chosen for its ideal blend of availability and performance potential. Topped with 317 heads, this build starts on a strong note. Enhancing Performance: To boost power, a classic Pro LS Vortec truck cam is introduced alongside LS7 lifters, ensuring the engine breathes and performs like never before. Intake Mastery: The engine’s performance is maximized with the addition of a Holley Hi-Ram intake manifold, known for enhancing airflow and delivering top-tier results. Unexpected Twist: In a surprising twist, this powerful engine finds its new home in a 1978 F-100, adding a unique charm to this project that truly stands out. This series not only showcases the thrilling process of breathing new life into an LS engine but also demonstrates how to achieve remarkable performance without breaking the bank. What additional parts were introduced in Part 2 of the Summit Racing build series? Additional Parts Introduced in Part 2 of the Summit Racing Build Series In Part 2 of the Summit Racing build series, several key components were unveiled to enhance the performance and efficiency of the engine. Below is a comprehensive list of these parts: High-Performance Intake System: A Hi-Ram Intake Manifold was introduced to facilitate better airflow and improve engine power. Optimized Throttle Response: The Sniper Throttle Body was shown, designed for precise control and increased throttle response. Advanced Engine Management: To fine-tune and manage engine functions, a Terminator X Max Engine Management System was included. Durable Oil Components: A Pro LS Aluminum Oil Pan was featured for improved oil control and heat dissipation. Additionally, a reliable Melling Oil Pump ensures consistent oil pressure under different driving conditions. Engine Protection and Stability: An LS Lifter Valley Cover was highlighted for its role in reducing oil leaks and debris entry into the engine. Complementing it is the Timing Chain Dampener, which helps maintain chain tension and alignment. Enhanced Oil System: The LS Oil Galley Barbell was introduced for optimizing oil flow within the engine. A correction was also made regarding the engine specs; it was clarified that the build features an LQ4 engine, identified by its factory-dished pistons, rather than the initially mentioned LQ9 specs. What changes were made to the engine in Part 3 of the Summit Racing build series? Engine Upgrades in Part 3 of the Summit Racing Build Series In Part 3 of Summit Racing’s 6.0L LS build series, several key modifications and enhancements were made to optimize engine performance and readiness for its new environment. Cam Bearing Installation: The episode kicked off with the installation of new cam bearings, utilizing a specialized tool to streamline the process. Rear Cover and Main Seal: With the camshaft properly in place, the team secured the rear cover and main seal, essential for preventing oil leaks and maintaining the engine’s integrity. Upgraded Timing Set: An upgraded timing set was installed at the front of the engine, a crucial step for achieving precise valve timing and enhancing overall engine efficiency. Oil Pan Adjustment: Attention was given to the oil pan, which underwent modifications to fit a vintage Fordtruck. This adjustment ensures that the pan clears the truck’s front crossmember, accommodating the unique space constraints of the vehicle. Stay tuned for more developments and in-depth modifications in the upcoming episodes as the build progresses! How does the Holley Hi-Ram Intake Manifold perform compared to other intakes? Exploring the Performance of the Holley Hi-Ram Intake Manifold When considering the performance of the Holley Hi-Ram Intake Manifold in comparison to other intake options, it’s important to analyze its capabilities across various power ranges. For vehicles that favor low to mid-range power and torque, there are indeed alternative intakes designed specifically for such needs. However, the Holley Hi-Ram shines in scenarios where upper-range power is prioritized. Performance Metrics: Comparable Power: Up to 5,000 RPM, this manifold performs on par with some of the well-regarded standard intakes available. Enhanced Upper-Range Output: Beyond the 5,000 RPM mark, the Hi-Ram begins to distinguish itself, delivering steadily increasing horsepower and torque up to and beyond 7,000 RPM. This makes it an excellent choice for high-performance enthusiasts looking to push their engines further. Design and Fit: Engine Compatibility: Its design accommodates large engine bays, such as in the ’78 F-100, ensuring a seamless fit and integration. Aesthetic Appeal: Available in customizable finishes, the Hi-Ram can be powder-coated to match your vehicle’s unique color scheme, adding a visually appealing touch to its robust performance capabilities. In summary, while the Holley Hi-Ram Intake Manifold may not be the optimal solution for all low-end power needs, it excels in delivering significant gains in upper RPM ranges, making it a compelling choice for high-performance builds. What components are being used in the Summit Racing’s Budget 6.0L LS Build? Here’s how the new BluePrint Engines 6.0L, 364-ci short-block engine (P/N MLL-BPLS3640) showed up after we ordered it from Summit Racing. Our first order of business was to get the engine unpacked and on an engine stand so we could inspect it and make sure all was well. Once we received the Trick Flow top-end kit (P/N TFS-K306-550-470), we laid it out on a table and took a quick inventory. The kit comes complete with new, assembled heads. The heads boast a ton of changes from the stock versions to provide extra strength and power. The kit also comes with a new camshaft featuring an advertised 291/295 duration, .595/.595 lift, and 112 degrees of lobe separation. The camshaft is designed for use with the pushrods and roller rockers, which are also included with the kit. New head gaskets and head bolts round out the list of included parts. To further enhance the build, we selected a range of high-performance components. Here’s a breakdown of the key parts: Pro LS Vortec Truck Swap Camshaft – “Big Torkinator” (P/N SUM-8728R1): Known for its torque-producing capabilities, this camshaft is a crucial addition. LS7 Lifters with Lifter Guides (P/N SUM-HTLSKIT2): These lifters ensure smooth operation and reliability. .600″ Lift Beehive Springs (P/N SUM-174004): Designed to handle high lift demands, these springs add durability. True Roller Timing Set (P/N SUM-G6640): Provides precise timing for optimal engine performance. Holley Hi-Ram Intake Manifold (P/N HLY-300-122): This manifold tops off the build, enhancing airflow and power. Once everything arrived, we laid it out and took inventory. We picked up everything from new ignition coils to front and rear covers, matching valve covers, and an intake manifold. With this comprehensive list of components, we’re set for a powerful build that promises both strength and performance. Are there any upcoming parts to the series? This is the first part of a planned four-part series, with future episodes promised to continue the project. What is the focus or theme of the video series? The series centers around creating a budget-friendly engine build, appealing to enthusiasts looking for cost-effective solutions. What is the intended application or vehicle for the engine? The engine is being installed in a 1978 F-100, adding a unique twist to the project. What is the source of the engine block used in the build? The engine build begins with a 6.0L LS block sourced from a junkyard, featuring 317 heads. What specific components are used in the build? The build incorporates several key components: a Pro LS Vortec truck camshaft, LS7 lifters with lifter guides, .600″ lift Beehive springs, a True Roller timing set, and a Holley Hi-Ram intake manifold. What are some of the key parts used in the Summit Racing build series? Here’s how the new BluePrint Engines 6.0L, 364-ci short-block engine (P/N MLL-BPLS3640) showed up after we ordered it from Summit Racing. Our first order of business was to get the engine unpacked and on an engine stand so we could inspect it and make sure all was well. Once we received the Trick Flow top-end kit (P/N TFS-K306-550-470), we laid it out on a table and took a quick inventory. The kit comes complete with new, assembled heads. The heads boast a ton of changes from the stock versions to provide extra strength and power. The kit also comes with a new camshaft featuring an advertised 291/295 duration, .595/.595 lift, and 112 degrees of lobe separation. The camshaft is designed for use with the pushrods and roller rockers, which are also included with the kit. New head gaskets and head bolts round out the list of included parts. In addition to these components, the build incorporates several other key parts to ensure optimal performance: Pro LS Vortec Truck Swap Camshaft – SUM-8728R1 “Big Torkinator” LS7 Lifters with Lifter Guides – SUM-HTLSKIT2 .600″ Lift Beehive Springs – SUM-174004 True Roller Timing Set – SUM-G6640 Holley Hi-Ram Intake Manifold – HLY-300-122 Holley Sniper Throttle Body – SNE-860004-1 Holley Terminator X Max Engine Management System – HLY-550-917 Summit Racing Pro LS Aluminum Oil Pan – SUM-121200B Melling Oil Pump – MEL-M295 ICT Billet LS Lifter Valley Cover – ICB-551629G Trick Flow Timing Chain Dampener – TFS-K30675600 Summit Racing LS Oil Galley Barbell – SUM-120116 Dura-Bond Bearings – DUR-CH-25 These parts were meticulously chosen to complement the core components from the Trick Flow kit and significantly enhance the build’s overall performance. There are a lot of parts necessary to complete the engine build, and Summithelped us put together a list of everything we needed. Once everything arrived, we laid it out and took inventory. We picked up everything from new ignition coils to front and rear covers, matching valve covers, and an intake manifold. What tools are included in the build series? The build makes use of tools like the Summit Racing Cam Bearing Installation Tool and the Sunex Tools 3-Piece Flexible Pick-Up Tool Set, ensuring precise and efficient assembly. What are the key components involved in the build series? Essential parts include the True Roller Timing Set, Holley Terminator X Max Engine Management System, and Summit Racing Pro LS Aluminum Oil Pan, among others, forming the backbone of the build. What are the specific brands and models of the parts used? The series features components from various brands, including the Holley Sniper Throttle Body and Summit Racing’s LS Oil Galley Barbell, showcasing a diverse selection of high-quality parts. What are the exact part numbers for the components used? The build series includes parts with specific part numbers such as the Pro LS Vortec Truck Swap Camshaft with part number SUM-8728R1, LS7 Lifters with Lifter Guides identified as SUM-HTLSKIT2, and the Holley Hi-Ram Intake Manifold with part number HLY-300-122.