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Iron Maiden, Function Three How to Make 496 HP from a Junkyard 6.0L

This is going to cause some headaches for the forum dwellers who merits that zippo less than rectangle-port heads and a giant cam will make 500 hp on an LS engine. Nosotros fabricated nearly 500 with a petty cam, a factory truck intake, a pair of nearly stock cathedral-port heads, and a 150,000-mile fe 6.0L short-block. We're a flake surprised, too—simply only slightly. While everybody else says you need to get big, nosotros call up existence conservative might just be an asset, after all.

In parts I and II of the Fe Maiden saga, we began with a baseline dyno test of the stock engine and concluded by testing a set of CNC-ported v.3L heads from West Coast Racing Cylinder Heads (WCRCH), a stock LS6 camshaft, shorty headers, and a factory LS6 intake manifold that made 457 hp and 455 lb-ft of torque. Those are stout numbers, but now we're gonna actually step on the throttle! Our Test 1 baseline for this installment is the results of the terminal test from concluding month.

Jumping right into it, we removed the LS6 camshaft and replaced it with a Comp 269 LR roller with 15 degrees more intake duration, nine degrees more exhaust, 0.050-inch more valve lift, and a tighter lobe-separation bending. All of these things added up to a cam that would add together some ability, just perchance more importantly, not cede the low-speed throttle response we're trying to preserve. To that end, despite this cam's more than ambitious specs, information technology'southward yet actually mild and idled on the dyno at fourteen inches Hg of manifold vacuum.

Following the scientific method of controlling variables, we only changed one thing for this exam, but it was enough to brand a huge difference in the power curve. Normally, we would expect that adding a longer-elapsing cam would injure the torque at the lesser in favor of making horsepower at the acme, but with the cam still bourgeois at only 219 degrees at 0.050, Test two revealed that at 2,600 rpm we gained 15 lb-ft and added as much as 26 lb-ft at 3,800 rpm, while meridian torque improved from 455 to 472, a gain of 17 lb-ft. Of class, the horsepower increased also, with a peak gain of 18 hp to 475 hp at a balmy 5,800 rpm.

We were now making a solid 475 hp, but there were nevertheless minor gains to be fabricated. We dropped the shorty headers in favor of one 3/4-inch long-tube headers, nevertheless running with mufflers. That modify saw an amazing 27 lb-ft of torque improvement at three,000 rpm, while average torque jumped a solid 10 lb-ft. Peak horsepower gained 9 hp, which is certainly nothing to scoff at. The longer primary tubes are the main reason for the improvements.

The next exam was the one we had been waiting to perform: returning that elementary still amazing TrailBlazer SS intake back on the Iron Maiden, now with the bigger cam and ported 5.3L heads. Up until now, nosotros'd been using the factory LS6 intake. This may seem like a step backward, with a combination that is little more than a stack of virtually-OE parts—a 150,000-mile 6.0L truck short-block, tweaked 5.3L heads, a stone-stock truck intake, and a very conservative Comp cam. Yet the ability this combination makes is amazing.

We'll admit, we tried hard to make that 500 hp level. Merely after a few attempts, nosotros wanted to keep information technology real and claim what we fabricated: 496 hp at a loafing five,600 rpm, with an equally impressive peak torque of 496 lb-ft at 4,800 rpm. What'southward more than, the engine never made less than 420 lb-ft of torque from 2,600 rpm all the style through six,000. At present, permit's look at the average torque numbers. Test 1 started with an average of 417 lb-ft, which is not bad. But with the addition of only the cam, the long-tube headers and the TrailBlazer intake, the boilerplate torque jumped past about 45 lb-ft. The peak torque from Examination one to Examination 4 rumbled from 455 to 495 lb-ft.

Permit's put these numbers into perspective. A stock Chevrolet Performance 454 HO crate engine is rated at 500 lb-ft of torque at 3,500 and 438 hp at 5,300. To be fair, Chevy uses a more conservative testing procedure and correction cistron that reduces the power numbers. Plus, the cam in this Rat crate engine is even smaller than the one in the Iron Maiden. Simply the Rat is packin' 454 ci. Our Iron Maiden is a junkyard refugee at 364 inches, and in its electric current configuration makes almost the same torque, but 60 hp more. And the Maiden is dramatically lighter. So, what nosotros really take hither is mild big-cake authorization in a very small parcel—a big bang in a small-scale box.

There was likewise ane final test we wanted to run in this session. Until at present, we'd been focused on EFI for our fuel-mixing duties simply realized that some machine crafters may desire to run with a more traditional carburetor instead of messing with the electronics.

Nosotros'll admit that we're definitely carb-friendly. We like carburetors because they're simple, and then nosotros decided to compare a dual-plane intake setup since our goal is building torque for the street. Nosotros realized it wasn't fair to compare the Edelbrock Performer RPM dual-plane and 750-cfm carburetor with the TrailBlazer intake, since the taller truck intake doesn't fit under many hood lines. Instead, we chose to compare information technology with the LS6 intake.

Even with its short tiptop, the LS6 intake still enjoys a longer runner than the dual-plane carb intake. The LS6 (Test three) managed 480 lb-ft against the 463 lb-ft of the carbureted/ dual-plane intake. Power levels were a petty closer, with the old-schoolhouse carburetor able to pump the horsepower to 475, while the EFI pushed the peak to 484 hp.

The merely place where the carburetor might accept an reward is in cost. Including the price of a new Edelbrock Performer RPM, a new Holley 750 mechanical secondary carburetor, and an MSD ignition box, this setup comes in at just less than $i,250. If you already had a carburetor, the price falls to just more than $650—quite a flake less expensive than an EFI bundle.

Since performance is what we're really all about, nosotros fake the height power combination with both the TrailBlazer SS intake and the carbureted version. If you lot think from Part Two, the Quarter Pro simulation program estimated that our Orangish Pare Chevelle with 3.50:1 gears, 26-inch-tall tires, and good traction at a 3,500-pound race weight would run 12-teens at 113 mph. This electric current combination with the ported heads, Comp cam, long-tube headers, and the TrailBlazer SS intake would button the Chevelle to 11.60s at 117 mph. The carbureted version would exist slightly slower at eleven.90s at 115 mph. These are estimates based on a very minimal tire spin. Traction plays a big part in running these times, as we're dealing with big-block torque levels.

Equally impressive as these numbers are, nosotros're pretty sure in that location is yet more power hiding in the induction system. Looking at the relatively depression peak horsepower rpm betoken, it's clear that, while formidable, the TrailBlazer SS intake is holding this effort back from even bigger numbers. Nosotros programme to endeavour a few different intake manifolds in an upcoming session to see if nosotros can mayhap bump up the power a little more and perhaps proceeds another pocket-sized crash-land in cam timing.

The Iron Maiden is living up to her name, with stiff performance then far. It's clear that from here on the gains will become smaller and harder to achieve, but nosotros call up this Maiden is still hiding ability in between those fe walls!

We completed Atomic number 26 Maiden Part Ii with the CNC-ported, 5.3L heads, an LS6 intake, and the shorty headers that made 457 hp and 344 lb-ft of torque. This is the baseline for all our power comparisons for this installment.

The next stride (Test 2) was to supersede the stock LS6 cam with a much stronger yet still balmy Comp LSR cam with 219 degrees at 0.050 duration and a touch more 0.600-inch lift.

All the tests in Part III used the ported 5.3 heads tuned up by West Declension Racing Cylinder Heads. With respectable menstruation numbers and skillful velocity, combined with a bump in compression, these heads really piece of work—at half the cost of a set of aftermarket LS heads.

For Test three, we removed the shorty headers and replaced them with a fix of long-tube, 1 3/4-inch headers that were also fitted with mufflers.

Kevin Crocie, son of our good friend, Ken Crocie, stopped by during our dyno session, then of course nosotros immediately put him to piece of work. He's just buttoning upwardly the install of the TrailBlazer SS intake manifold and checking the header bolts to make certain they're tight.

This is the Iron Maiden in its 496hp configuration with the WCRCH-ported heads, TrailBlazer SS intake, larger 102mm throttle-trunk, electric h2o pump, long-tube headers, and 219 Comp camshaft. This parcel idles at 875 rpm with xiv inches of manifold vacuum.

We too wanted to test a carbureted configuration and chose the Edelbrock Performer RPM dual-airplane, since torque is what we're afterwards. Although a unmarried-plane would have made more height ability, it would have sacrificed too much torque for our liking.

Topping off the Edelbrock intake was a Holley 750 HP carburetor. This configuration is certainly simpler to install and uses the MSD ignition controller to generate the spark. This package was down slightly against both the TrailBlazer SS and LS6 intakes simply still made 475 hp.

This graph tells the whole, torque-filled story. At 3,000 rpm, in that location is a difference of nearly lx lb-ft of torque between Test 1 and Exam 4. That would feel like a mild nitrous hit in a back-to-dorsum comparison. Plus, the Test iv curve never drops beneath 400 lb-ft of torque over the entire rpm range. Those are mild big-block numbers.

We chose to compare the carbureted intake test with the LS6 EFI intake since they are both low-profile manifolds that will piece of work in tight engine compartments. The shape of both curves is very similar, with the EFI manifold making simply a footling bit more than ability everywhere compared with the carbureted curve.

Cam Specs

Camshaft	Duration	Valve Lift	Lobe-Separation Bending (LSA)
	at 0.050
LQ4 -'01-'04 - Int.	196	0.457	114
LQ4 - Exh	207	0.457
LS6 - '02-'04 - Int.	204	0.555	117.5
LS6 - Exh	218	0.551
Comp 269 Lr - Int.	219	0.607	112
Exh.	227	0.61

Test one - All-time from Function Ii CNC-ported heads, LS6 cam, LS6 intake, shorty headers

Test 2 Add 219 COMP cam retained CNC heads, LS6 intake, and shorty headers
Examination 3 Add together ane 34-inch primary long-tube headers
Test four Add Trailblazer intake

RPM	TQ1	HP1	TQ2	HP2	TQ3	HP3	TQ4	HP4
2600	366	181	381	189	389	192	410	203
2800	371	198	390	208	409	218	424	226
3000	384	220	404	230	431	246	443	253
3200	392	239	416	253	440	268	450	274
3400	397	257	420	272	441	286	454	294
3600	408	280	430	295	444	304	462	316
3800	421	305	447	323	453	327	473	342
4000	432	329	455	347	460	351	479	365
4200	441	353	462	369	464	371	481	384
4400	450	377	466	390	470	394	487	408
4600	452	396	469	411	477	417	493	432
4800	455	415	472	432	480	439	495	452
5000	454	432	469	447	478	455	494	470
5200	449	445	465	460	472	468	487	483
5400	441	453	455	468	464	477	477	490
5600	428	457	443	473	452	482	465	496
5800	413	456	430	475	438	484	447	494
6000	396	453	414	473	420	480	430	491
6200	381	450	400	472	405	478	415	490
AVG	417.5	348.7	436.2	364	446.vii	371.9	461.5	383.8
PEAK	455	457	472	475	480	484	495	496

CARB vs. EFI Exam

RPM	Carb	Carb	EFI	EFI
	TQ	HP	TQ	HP
2600	378	187	389	192
2800	396	211	409	218
3000	412	235	431	246
3200	426	260	440	268
3400	436	282	441	286
3600	443	304	444	304
3800	447	324	453	327
4000	451	344	460	351
4200	456	365	464	371
4400	459	384	470	394
4600	460	403	477	417
4800	462	423	480	439
5000	463	441	478	455
5200	454	450	472	468
5400	446	459	464	477
5600	437	466	452	482
5800	424	469	438	484
6000	414	473	420	480
6200	402	475	405	478
AVG.	435.i	362.ane	446.7	371.9
PEAK	463	475	480	484

Parts List

Description	PN	Source	Price
Used LQ4 iron 6.0L	N.A.	Swap Run across	$550.00
Holley HP ECU	558-500	Superlative Racing	$1,120.95
Holley EFI harness for LS 24x/1x	558-102	Summit Racing	$382.96
Holley harness for LS truck injectors	558-214	Height Racing	$153.95
Sniper fuel rail LS1	850005	Elevation Racing	$114.95
Top shorty LS headers	SUM-9021	Height Racing	$199.97
Stock LS6 camshaft	Used	Friend	$fifty.00
AC Delco Trailblazer SS intake manifold	12580420	RockAuto	$137.79
ICT Billet four- to three-commodities throttle-body adapter	551511	Pinnacle Racing	$20.69
AC Delco LS6 intake, used w/TB	88894339	eBay Motors	$400.00
Comp LS1 269Lr cam	54-456-eleven	Top Racing	$388.97
Comp LS rocker trunion upgrade kit	13702-KIT	Tiptop Racing	$141.97
Comp stock-length Hi-Tech pushrods	7955-sixteen	Acme Racing	$131.97
Comp beehive valvespring kit	26918CS-KIT	Summit Racing	$339.97
Edelbrock Performer RPM LS intake	71187	Tiptop Racing	$316.84
Holley HP 750-cfm carburetor	0-80528-one	Height Racing	$590.36
MSD LS6 ignition controller for 24x	6014	Pinnacle Racing	$337.46
Fel-Pro caput gasket, MLS - Left	26472L-053	Height Racing	$74.97
Fel-Pro head gasket, MLS - Right	26472R-053	Summit Racing	$78.97
ARP head-stud kit	234-4110	Summit Racing	$359.xvi
Westward Coast Racing 5.3L caput, CNC	5.3L Stage ii	WCRCH	$1,062.00
Hooker long-tube, one.75-inch dia. headers	2289HKR	Summit Racing	$597.95
Holley Sniper LS1 fuel-rail assembly	850005	Summit Racing	$114.95

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Source: https://www.motortrend.com/how-to/iron-maiden-part-iii-make-496-hp-junkyard-6-0l/

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