Yeah, were forced to.

 

the 6.0 has lower compression which makes lots of room for superchargers or turbos but If your going naturally aspirated then its really up to what you can get out of each.

 

Depends on what 6.0 you are talking about. The LQ4 has the lower compression ratio due to it's dished pistons and the LQ9 has higher compression since it has flat tops.

I would ****** up a 5.3L for sure (can be had complete for as little as $500) and throw in a nice cam and aftermarket heads on it. Should be close to 400 rwhp with that setup.

 

Yea true. It all in what your looking for!

 

would these be a good idea for moderate performance gains, a v8 would be best but gotta wait a few years. so would these be good?

http://www.gmpartsdirect.com/perform...CATID=304.html
Edelbrock 3713 - Edelbrock Performer 4.3L T.B.I. V6 Intake Manifolds - Overview - SummitRacing.com
Hedman Hedders 69410 - Hedman Street Hedders - Overview - SummitRacing.com

with new valvesprings, rockers, pushrods, lifters, timing chain, gaskets, and y-pipe

 

Hi, I have a 2001 Chevy Blazer Xtreme, 4.3l vin W. I have a .510 lift Crower cam, Comp Cam hydraulic rockers and lifters. I've also have the heads ported and polished, etc, with 1.60 stainless intake valves, and 1.94 exhaust. I've also put a huge Turbo kit, the largest single turbo, on Ebay. I'm looking @ 400hp + when I get a chance to get it tuned. Right now its unreal! Can't wait to have it tuned. You can gain well over 300hp if you have the proper work done and have it tuned correctly. I'll have around $2000 extra in it when I'm done. Just saying theres no need for a V8, if you take the right route.

 

wow, this gives me and travis hope! Is there any extra work needed when installing that cam and lifters? ex: valves?

 

^what he said

 

Okay, so i'm thinking about doing this: A rebuilt LB4 short block with 4-bolt mains, 9.5:1 pistons, forged rods, new crank, 1996+ true vortec heads, beehive valvesprings, hardened pushrods, new lifters and rockers, comp cams 270ahr, msd ignition system, edelbrock dualplane manifold with tbi adapter or tbi manifold for vortec heads, spectre modular cold air intake, new timing chain and cover, new valve covers, felpro gaskets, arp bolts, high flow fuel pump, bigger injectors, long tube headers through a custom y-pipe, high flow cat and muffler (single in dual out), beefed up t-5 trans, trac-bars in rear with P275/60R15 BFGs out back and P235/70R15 BFGs up front.

Desktop dyno spits out 321hp at 5500rpm 323lbs. ft. at 4500rpm with just the cam, vortec heads, 9.5:1 compression, dual plane manifold and small tube headers. 329hp at 5500rpm and 331lbs.ft. at 4500rpm with single plane-std flow. 330hp at 5500rpm and 334lbs.ft. at 4500rpm with single plane-high flow. 320hp at 5500rpm and 332lbs.ft. at 4000rpm with SFI (found on newer 4.3L-updated spider that injects sequentially instead of simultaneously like previous versions).


maybe boost it...vortech v4-t s/c gets me 468hp at 6500rpm and 401lbs.ft. at 5000rpm. garrett t-51 54-3 gets me 425hp at 6500rpm and 375lbs.ft. at 4500rpm @ 18psi (rpm limited to 6500, makes more hp up to 8k) I'd go with s/c personally

Sound good?