Quote:
Originally Posted by Sieg
At what point does the Nodular Iron crankshaft/rods/pistons become a weak link in an LS?
|
The bottom end parts in an LS3 are far more robust than in the production Gen 1 small blocks. I simply wouldn't worry about the bottom end at any normally aspirated power level. The failures I've seen on LS motors at the track almost all seem to be related to either oiling issues or valvetrain.
You do want to make sure you're using an ECU with correctly calibrated knock sensors (like the GM ECU, or a correctly calibrated Holley or AEM). LS3s are quite knock sensitive, especially on the crap gas we get here in Oregon. I dyno tuned a 2011 Camaro SS yesterday with stock cam, headers, cold air, and I couldn't get it to keep more than 19 degrees timing at WOT. And it still made 413 hp at the rear wheels!
Also if you're going to track it, overdo the cooling system as much as possible, especially in a 1st gen f-body, which has smaller core size than the 2nd gens. Ron Davis or C&R radiator, secondary oil cooler, tightly seal the high pressure area at the cowl. Also a 160 thermostat if you don't care much about the heater
