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although i'm not close enough moneywise to be asking some of the more technical questions.
but what i was wondering if anyone else has done this kinda swap could help me out..
What Kind of gas milage should i expect to get?
and what about emissions? since the vehicle specific emissions tests are set on a 350, idk what to expect with that
The late model Gen3 engines are very clean burning. I've never had an issue passing a rolling road dyno/sniffer test here in N.Texas. It confuses the crap out of the dyno operators though since my 3600rpm stall is more or less a 4000 stall and to hold speed the engine is way up on the RPM. I just passed a sniffer test a couple weeks ago with a basically stock engine with 42 lb injectors, long tube headers and a 5.7L 1998 LS1 T/A engine with 2005 GTO heads. It's running a 2002 T/A tune done by Nelson Performance.
alright, thanks, i guess theres isnt much of a reason a new egnine would burn less clean than a 95 TBI
One plus in your favor is that you have a 95 and not a 96. 95s require a sniffer test and 96 requires an OBDII scan test, at least here in N.Texas. Yeah, an LS2 should be even cleaner burning than the LS1. Just be sure you install cats with the engine.
an LS2 specific cat?i already have a cat on my truck :s
Any cats. It doesn't matter if it's one or two, old or new style.
<div class='quotetop'>QUOTE(RedHeartbeat @ Jul 6 2007, 03:50 PM) [snapback]98819[/snapback]</div>Red...Talk to me...What did the 3600 stall converter do for the truck? Never owned one, but am considering one. Pro's & Con's? Thanks, GarQuote:
The late model Gen3 engines are very clean burning. I've never had an issue passing a rolling road dyno/sniffer test here in N.Texas. It confuses the crap out of the dyno operators though since my 3600rpm stall is more or less a 4000 stall and to hold speed the engine is way up on the RPM. I just passed a sniffer test a couple weeks ago with a basically stock engine with 42 lb injectors, long tube headers and a 5.7L 1998 LS1 T/A engine with 2005 GTO heads. It's running a 2002 T/A tune done by Nelson Performance.
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a stall allows the engine to rev up to a specified RPM before the engine locks up solid to the transmission. It's kind of like revving a manual transmission to a specific RPM and then dumping the clutch. The advantage is that you get up to the sweet spot of your cam/engine combination before launch at the strip. Be sure to get a truck convertor if you buy one, they have a stronger clutch set internally. People talk of STR but there is no industry standard definition for what STR is. I believe it's a rating telling how hard the transmission pulls in the rpm range between idle and your stall RPM? 2.4 seems to be what most guys go for. Mine would be about a 1.5 probably since it will hardly move the truck until about 2000 rpm. If you daily drive your truck you sure don't want my convertor. my engine lives between 4000-6200 rpm during acceleration but it does lock the convertor and act normal during cruise, 52+ MPH in OD. It doesn't take long to get there. :laugh:
<div class='quotetop'>QUOTE(RedHeartbeat @ Jul 6 2007, 04:50 PM) [snapback]98819[/snapback]</div>Quote:
The late model Gen3 engines are very clean burning. I've never had an issue passing a rolling road dyno/sniffer test here in N.Texas. It confuses the crap out of the dyno operators though since my 3600rpm stall is more or less a 4000 stall and to hold speed the engine is way up on the RPM. I just passed a sniffer test a couple weeks ago with a basically stock engine with 42 lb injectors, long tube headers and a 5.7L 1998 LS1 T/A engine with 2005 GTO heads. It's running a 2002 T/A tune done by Nelson Performance.
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dude ...lol talk about a red headed step child of a motor.... lol but it runs like a raped ape so that is all that matters...lol
<div class='quotetop'>QUOTE(RedHeartbeat @ Jul 7 2007, 11:10 AM) [snapback]98879[/snapback]</div>STR = Static Torque RatioQuote:
People talk of STR but there is no industry standard definition for what STR is.[/b]
GM rear-wheel drive vehicles generally have a 1.9 STR
if at 2000rpm you have 200lb/ft of torque the converter multiplication is 1.9 = 380lb/ft of output
then through the trans with some efficency loss to the driveshaft. this is from speed to acceleration.
not like this multiplication is constant. only on torque accel.
increasing the STR to 2.5 same output in torque yields 500lb/ft. so instantly more torque applied
to the rear drive. the higher the STR more more action torque is applied. but at a cost on the
WOT efficency. usually 6-25%
if you have traction problems a lower STR can apply power, but reducing the tire slippage
at acceleration.
stock genIII engines have a torque peak of 4000rpm. modified cam/head swaps usually 4900-5000rpm
peak. having a tight converter will have good low response, but suffer on high-end acceleration.
another item to look into is shift extension. after the shift the rpm drops to where?
airdeano