http://jalopnik.com/5341204/2010-corvette-...ort-first-drive

This actually looks like a deal. Slap an S/C on it and go. Think it's basically the LS9 sans blower?

It seems to worth the money if one wanted to go that route. I do believe there are many people who want a lot of the Z06 parts without having the Z06.

I like it!

Absolutely, Aint. I cannot fathom payng $1400/mo on a car. I love my `05 but I can't lock myself down to that kind of commitment. Of course the most I've ever paid a month for a vehicle so far is $720/mo, and that got old after 3 years.

The LS3 is pretty obscene. My buddy has slapped a cam and LG long tubes on his and after tune is looking at the 500 rwhp range. My LS2 with a split time/heads/intake/long tubes/tune is shy of that by 20rwhp. To get an LS3 that's built for some punishment off the showroom floor is tasty.

Nice set up with the forged crank and high-po bearings, but it does not say anything about the pistons. Forged? If so then it is S/C ready, if not, then it is a stock street engine with a very capable crank assembly. Still a great car, but it would be nice if they would have it set up for a bolt-on S/C.


Not that I could afford it either way!

I believe all of the new engines have forged cranks now. The L92 in the Escalade comes with one also. Escalade, Denali, I believe even other truck models now with the 6.2 engine all come with them.

I second that, re: affordability!

I guess my knowledge of engines is not quite as strong as some of you all. I don't see the benefit of having a forged crank without having forged pistons, i.e. boost compatibility. I don't think I have ever heard of anyone breaking a crank. I can see upgrading the bearings to allow for higher RPM and longer life, but I do not see that having a forged crank in N/A street car is much practical improvement in performance. I would be glad to find out why I am wrong about that.

I really have no idea why. The hot ticket based soley upon my research since doing a 6.0 engine was that you change the rods and pistons for big power applications in any ls1 engine. The block and crank hold 1000hp. I converted my 6.0 to be a L92. Minus the forged crankshaft. Lot of work but in the end it cost much less than the L92/L76/LS3 6.2 liter.

Yeah I understand about the need for stronger-than-typical-factory-stuff pistons and rods. But I don't see putting a forged crank into an otherwise typical stock car. There is probably some good reason for it, I just do not know what it is.

I'm not sure other than manufacturing costs. I also believe that you could get 650ish HP with stock pistons/rods. If my hypothesis is true then honestly this could be the LS9 sans huffer.

I think the biggest deal about pistons and forced induction applications is regulating compression to increase boost more than a certain strength of material.

I have understood that the reason for stronger pistons and rods was due to necessary strength to handle the additional torque of boost, plus the forged pistons are better able to handle the additional pressure and heat and an occasional pre- detonation without cracking.

The ringlands in ls1 engines are close to the piston top. This leads to the pushing out of the ringland under high cylinder pressure. Other pistons simply move the ringland farther down to allow a stronger piston top. Luckily, they typically only hurt the piston. On a C5 thats a bitch to get the engine out of I would use another engine. On the one I am putting in my Mustang I would simply replace the bad piston. But since I am all motor now I doubt that will be a concern. Except to Dave who fears it.

That makes sense. I remember Black Bart saying something about the rings unseating after a few months when he put a blower kit on his then-stock L98.