3.91s are the way to go with an all motor 6L80 car. I have a article with more detail on it: gwatneyperformance.com/gearing-and-converter-options-for-camaro-and-corvette-part-2-automatic-cars/
I have 30,000 miles on my camaro. i already have long tube headers, fast 102 intake and a 103 throttlebody, stock cam and a tune. if i was interest on adding max 2.0 heads. Do you recommend me upgrading anything on my car? Thanks!
@@armandocarranzajr1751 that is a lot to unpack here in the comments section of a TH-cam video. Why don't you shoot me an email at andrew@gwatneyperformance.com where did the details of your build and I can help talk through the considerations you would need to make for the max package.
so if idecided to add this set up to my 08 LS3 A6 Vette with the only current mods being ARH 17/8 headers catted Xpipe and Yank PAS 3400 stall would i still be good as a DD NA powered car but then say later on down the road add a A&A or ECS supercharger kit id be good to go just update the fuel system???
That could work. The converter is tighter than you would want it to be for naturally aspirated Duty, but that may be a compromise worth making because when you add boost it's going to be close to right on the money. If you want to get a Max package together, shoot me an email and I'll be happy to help you. Andrew@gwatneyperformance.com
Two reasons - #1 is fitment. The MSD needs some tweaks to clear the taller valve cover rails cast into the Brodix heads. It can be done but needs tweaked. #2 is that we've tested the LSXR vs MSD on LS7 stuff, and we don't find that the MSD holds an advantage. If it did, we'd be more inclined to make it work.
With the stock bottom end and no additional fly cutting and cylinder head Milling the compression is modest, and so games with E85 will also be modest, probably somewhere around the 15 wheel horsepower mark. With increased compression those gains could be a little more substantial, but port injected naturally aspirated engines only stand to pick up so much on e85.
@@jameswessel42 this camshaft profile and compression ratio is more suited to the centrifugal supercharger, like a procharger, rather than a positive displacement supercharger like the lsa.
Really, it depends on how you option it out, which in turn depends on the rest of the combination, and of course how you plan to use it. My setup has a fairly premium valve-train because I wanted a worry free experience at 7800-8000rpm. An automatic car would need less RPM and could be a bit more economical. In general, you can plan on $7-9k total. Figure your stock stuff will recover about $1,000 (heads, intake). It's definitely a top tier setup, those last bits of NA power are hard to get, and come at a cost. But they are SOO much fun.
@@kimbo4345 converter and gear choice really depends on the rest of the combo and it's details - there are a lot of variable that influence that choice (vehicle weight, how much power, power curve, how much traction, how you're using it, etc). In general, staying conservative with the gearing isn't a bad approach for something street driven that you expect to struggle for traction, so the 3.45 can be a good pair with a 6L80. For the converter, if we're talking about adding to a max package with a centrifugal, we're probably looking at a 245mm converter in the 3200-3600rpm stall speed range, which with some boost is gonna be in the lower 4,000s with the extra mid-range torque. Triple disk for sure. If it's something I can help you out with further, you can e-mail me at work - andrew@gwatneyperformance.com
The bottom end is pretty comfortable at that sort of RPM. You want to make sure you have good oiling, and upgraded pump is going to be a good item to have on board with increased RPM like that. By far though most critical pieces having the valve train properly sorted out.
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Subscribed. What a build you got goin. I’m in the market for my first LS product in the next few months. A strong NA build is what I want.
We can help. Feel free to email me at andrew@gwatneyperformance.com
@@andrewcammer2535when the time comes, you folks have my business.
I can’t wait to see what you get with the car on E
Thanks for the update.
Love to hear an idle clip!
Check the channel, you'll find a couple!
Now wanting to do this to a 5th gen…
5c with 3.45 or 3.91?
Does street and track but stock suspension
3.91s are the way to go with an all motor 6L80 car. I have a article with more detail on it:
gwatneyperformance.com/gearing-and-converter-options-for-camaro-and-corvette-part-2-automatic-cars/
I have 30,000 miles on my camaro. i already have long tube headers, fast 102 intake and a 103 throttlebody, stock cam and a tune. if i was interest on adding max 2.0 heads. Do you recommend me upgrading anything on my car? Thanks!
@@armandocarranzajr1751 that is a lot to unpack here in the comments section of a TH-cam video. Why don't you shoot me an email at andrew@gwatneyperformance.com where did the details of your build and I can help talk through the considerations you would need to make for the max package.
so if idecided to add this set up to my 08 LS3 A6 Vette with the only current mods being ARH 17/8 headers catted Xpipe and Yank PAS 3400 stall would i still be good as a DD NA powered car but then say later on down the road add a A&A or ECS supercharger kit id be good to go just update the fuel system???
That could work. The converter is tighter than you would want it to be for naturally aspirated Duty, but that may be a compromise worth making because when you add boost it's going to be close to right on the money. If you want to get a Max package together, shoot me an email and I'll be happy to help you. Andrew@gwatneyperformance.com
This makes me want a 5th
Any reason why you guys suggest the Fast 102 vs the MSD Atomic intake manifold?
Two reasons - #1 is fitment. The MSD needs some tweaks to clear the taller valve cover rails cast into the Brodix heads. It can be done but needs tweaked. #2 is that we've tested the LSXR vs MSD on LS7 stuff, and we don't find that the MSD holds an advantage. If it did, we'd be more inclined to make it work.
Whats your opinion on adding E 85 on this N A package ?
With the stock bottom end and no additional fly cutting and cylinder head Milling the compression is modest, and so games with E85 will also be modest, probably somewhere around the 15 wheel horsepower mark. With increased compression those gains could be a little more substantial, but port injected naturally aspirated engines only stand to pick up so much on e85.
@@andrewcammer2535 ....with this set up....and you wanted to add boost....would it be better to add a procharger set up or lsa set up ?
@@jameswessel42 this camshaft profile and compression ratio is more suited to the centrifugal supercharger, like a procharger, rather than a positive displacement supercharger like the lsa.
@@andrewcammer2535 ...thank you...just found your channel and love the content....nice car and build
@@jameswessel42 thanks! If I can ever help get you set up with something from us here at GPI give me a shout. Andrew@gwatneyperformance.com
What did the max package cost? I am looking to do the same to my 2011 SS M6
Really, it depends on how you option it out, which in turn depends on the rest of the combination, and of course how you plan to use it. My setup has a fairly premium valve-train because I wanted a worry free experience at 7800-8000rpm. An automatic car would need less RPM and could be a bit more economical. In general, you can plan on $7-9k total. Figure your stock stuff will recover about $1,000 (heads, intake). It's definitely a top tier setup, those last bits of NA power are hard to get, and come at a cost. But they are SOO much fun.
Hey andrew, can you run a procharger on that set up
Absolutely! This type of camshaft will complement a centrifugal supercharger perfectly.
@@andrewcammer2535 thank you bro I was also wondering the converter and gear, I was looking at a 4k triple disk with a 3.45 rear gear
@@kimbo4345 converter and gear choice really depends on the rest of the combo and it's details - there are a lot of variable that influence that choice (vehicle weight, how much power, power curve, how much traction, how you're using it, etc). In general, staying conservative with the gearing isn't a bad approach for something street driven that you expect to struggle for traction, so the 3.45 can be a good pair with a 6L80. For the converter, if we're talking about adding to a max package with a centrifugal, we're probably looking at a 245mm converter in the 3200-3600rpm stall speed range, which with some boost is gonna be in the lower 4,000s with the extra mid-range torque. Triple disk for sure. If it's something I can help you out with further, you can e-mail me at work - andrew@gwatneyperformance.com
are you able to run a sbe out to 8k or are there upgrades needed?
The bottom end is pretty comfortable at that sort of RPM. You want to make sure you have good oiling, and upgraded pump is going to be a good item to have on board with increased RPM like that. By far though most critical pieces having the valve train properly sorted out.
600th sub 😎
💪💪