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With mods listed in sig + TT3000 stall, how do you think a Tr224/224 114 lsa will behave? Proper tuning of course, will i make usable power?
I want the most power i can get from the little 5.3HO (9.9:1 CR) without FI (for now) and yet have a managable truck for daily driving. Occasional trac but mostly street.
What cha think?
the HO is a 9.9 CR?? wow, the other 5.3s are 10.5:1. I thought it would have been a bit higher. I think thats a very good combo, and it will be nicer at idle than the 112 version. The stall will help it tremendously.
Chris
:thumb: sounds good to me. as i always say...you need to put the proper components together. those seem like they're going to work well with each other :thumb:
The "other" 5.3L's are 9.5:1 CR ! the L33 makes 310 FWHP by increasing CR with flat pistons and cam.
Thanks!
I have a 99 and mine is 10.5:1. I have a spec sheet for it.
Chris
Just tellin ya what the GM specs are for stock motor. I'm not arguing with you but GM list CR on the 5.3 as 9.5:1 and on the HO as 9.9:1.
If you look at my sig you can see my Dyno #'s from an internally stock motor and tune. This is substantially more than most others without head and/or cam work.
The difference has got to be the compression right? Stroke and bore are the same.
Edit: found this article
**One of the L33’s distinguishing features is its engine block. As with the 2004 LM4 Vortec 5300, the L33’s foundation is a cast-aluminum block with pressed-in iron cylinder liners, similar to the block used for GM Powertrain’s LS1 and LS6 car V-8s. The L33 block is exceptionally light; as a result, a fully dressed L33 is 100 pounds lighter than cast iron-block Vortec 5300s (RPOs LM7 and L59).
The L33 takes its cylinder heads from the LS6. Originally developed for the Z06 Corvette, these heads improve airflow in and out of the engine. With their pent-roof combustions chambers and new flat top pistons (the pistons in other Gen III Vortec 5300s have a slight sump in the piston deck), the L33’s compression ratio increases from 9.5:1 to 9.9:1. This increase improves the engine’s volumetric efficiency yet still allows it to achieve full power with regular grade gasoline.
Finally, the L33 is equipped with a higher-lift camshaft. Maximum valve lift increases from 11.6 mm on the LM7 and L59 to 12.5 mm. The new cam and compression ratio are the primary sources of the L33’s increased horsepower. **
man i'm glad you posted that, that motor had me wonderin what GM did to get that xtra HP? good post.... :thumb:
I'd like to find some more out about this stuff....i'm starting to question my spec sheet, although for years people thought it was 10.5:1.
Chris
http://www.jcscoops.com/performance/...ine_specs.php#
9.5 it is, damn I gotta find where I got that sheet from. I cant remember. I know now why I can run so much timing on my truck. I didnt think it would be able to take as much if it was a 10.5:1. Thanks for bringin that up, I woulda keep goin on thinkin it was higher!
Chris
:hshake: You can put some L33 pistons in there and bring up the CR a little if you want.
haha not worth it to me, the next engine work that gets done will be a 6.0, that might be awhile however, that engine shows no signs of going dead!
Chris
So do you think this combo will have good street manners and performance too?
<div class='quotetop'>QUOTE(trever1t @ Feb 23 2006, 11:32 AM) [snapback]45180[/snapback]</div>like i said above, very wise choices. should be good in both aspects.Quote:
So do you think this combo will have good street manners and performance too?
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