Just figured I would post a few pictures of my build on this message forum...this site had great info for me during my swap which helped make it an easy transition!

The car was a bolt on 350 TPI that ran 13.40s with 183,xxx miles. It now has a Carbed 6.0L with: Texas Speed Cam, Ported/Polished Heads, Edelbrock Intake, 750 Double Pumper, Turbo 350 Transmission w/4000 Stall, and we beefed up the 10 bolt a little bit. Haven't ran the car at the track yet, I plan on doing so this Friday. It feels pretty spunky...can't wait to see what it does! Enjoy...

Before


2006 6.0L


Bye Bye TPI


Much better!


In the Car...


And here is the finished product!

 

Looks great, reminds me of my 91 Z28. Can't wait to see what it runs at the track. What pulley and accessory bracket setup are you using?

 

Thanks...I used the stock truck water pump, with the stock tensioner that attaches to it. We took the power steering and a/c compressor off, and one of my buddies fabricated an idler pulley bracket that also helps support the alternator.

 

Why Carb? Not bashing, just curious.

 

I'm just old school and I'm much more familiar with the carb set-ups. I don't really have the patience to go through the learning curve of the fuel injection stuff. Plus I have another car as a daily driver, so I don't mind the terrible gas mileage...for now lol.

 

Good job with the pulley and tensioner, I've never seen it done that way before. Which Texas Speed cam do you have?

I did a carbed LS swap on my 84, its perfect for a street/strip car. Its very simple to tune that way. I will do a fuel injected LS swap on my 91, its more of a driver. There are pros and cons to both carb and fuel injection. I like both just depends on the purpose and goals for the car.

 

The cam is 233/239 with 110 LSA.

 

Are there any benefits of going carb'd over fuel injection? And what heads did you use?

 

People can go back and forth with pro's and con's of FI vs. Carbed set-ups. I prefer the carb because it's easier for me to work/tune on and it's more consistent and predictable for bracket racing. FI would be way more practical for everyday driving. The heads are the stock 317s that come on the 6.0L.

 

There might be a market for that...

I'm fine with a carb for a track-only, all-out build. But, I could argue the "consistent and predictable for bracket racing" part. 7-sec dragsters are going to EFI more & more, so that "bracket racing = carb" dog just don't hunt. My all-GM internals, stock-tune LS1/4L60E ran 12.9's-13.1's, depending upon weather conditions (faster in cool calm fall air, slower in hot summer air with head winds) at our 5800' elevation track, and 12.0's at sea level. 5 race wins, 14 trophies, 3 perfect lights, three classes on the podium at the awards banquet in the 2011 season, racing an EFI daily driver, is not exactly a definition of "inconsistent and unpredictable". My HP Tuners package just arrived, so we plan on improving on that in a reduced-effort (racing fewer classes) 2012 season. Having messed with carbs in bracket racing for a couple of decades, I would argue that spilling fuel over a hot engine is a lot less simple than plugging in a laptop. To properly tune a carb you need a wideband and data logging anyway, so I don't see any particular simplicity with carb.

Okay, don't want to start a carb vs. EFI argument. Just don't want to let old wives tales claims to go unchallenged.

Did you build the bottom end? Looks freshened up, but you didn't go into those details. Did TSP do the head porting?

You'll probably be deep into the 11's, so you may want to start saving for a beefier rear end. My beefed-up 10-bolt is fine now, but I'm a good bit slower than you will be. If you have a tranny brake (you didn't say), then you'd better have the beefier rear end on order now.

Should be a fun car, so go out an enjoy it.

(Oops, now that I think about it, one of the perfect lights was with the LS1/T56 car. Still, stock engine, stock tune, EFI, etc.)

 

I never said FI is unpredictable or inconsistent at all...just different strokes for different folks. I just happen to prefer Carb over FI when it comes to my race cars or in this case, my street/strip car.

Bottom end is stock....just honed the block and put in new rings and bearings. I did use ARP rod bolts as well. My buddy and I ported the heads at Stinnett Automotive and Racing. The car is pure footbrake and the rearend is still a 10-bolt with: mini spool, 3.73 gear, aluminum cover w/brace, and c-clip eliminators.

I ran the car in Pro over the weekend at Heartland Park since my race car is still not ready. It ran great and was very consistent. Best E.T. was 11.95.... I think it has a lot more left in it, and would really benefit if it had headers and a 4.10 gear. The car will be ran in the Sportsman class so I'm really happy with where it is at for now.

-Troy

 

Does HPT have a 12.00 cut-off for Sportsman? Up here, we don't run the NHRA-like Sportsman ET breaks, but the two classes closest to it (the ones that don't allow tranny brakes or electronics) are allowed to go to the 10's. I don't like it for various reasons, not the least of which is having a car that runs close to the minimum of the NHRA Sportsman-allowed ET still has me leaving first the majority of the time.

If you have a 12.0 cut-off, then 11.95 should be good for the hot summer days. If you make it to the ET Finals in September, you may have to sandbag a little.

What were your shift points and RPMs through the traps? 4.10 gears may not be necessary. I don't like putting anything higher than 3.73 in a 7.5" 10-bolt because of the increased case spread (that even a support cover won't cure). But, you may be able to get by with 4.10's.

I missed the part about no headers. Yes, 1-3/4" primary tube headers and a good flowing exhaust would probably make a big difference.

 

Missed the name drop the first read. Did you flow them before & after by any chance?

 

nice to see another lsx swapped 91' Z in KS.

nice color by the way!....

 

hope you donated that tpi motor to another thirdgen to get it out of the yard and on the street

 

Just figured I would update the thread...the best E.T. for the car was 11.65 at 118 mph N/A. I put nitrous on it and only got two runs in before the transmission went out. It ended up going 11.2 @ 124 when the trans went out (spun and transmission was slipping). Should be able to get in the 10's next spring.

Here is a video of the run...enjoy!

 

Nice times!! Still no headers?

 

Nope....still exhaust manifolds!

 

Thats def a 10slip with manis. On the spray, everything working correct on trans.
Props

 

Quick question about your wiring. I'm thinking about a carbed 5.3 swap for my Sport Coupe but I was wondering how much wiring you had to mess with? I don't like doing wiring at all is why I was curious.