I have a 2000 Camaro Z28, with the LS1 V8 Engine in it. I get Very Decent Fuel Mileage for a V8, and I was wondering if the LS6 was more or Less Efficient in Comparison to the LS1.
They are based on the Same Block, and are the Exact same
It's not going to make a huge difference. So what if you lose a MPG or 2? These are performance cars, no Hon-duhs lol
Don't forget to get you PCM tuned after you do the swap. Let me ask you this, what are your performance goals? You
| Jun 14, 2009
Lot S111 1970 Chevrolet Chevelle SS-454 LS-6 Convertible
The V8-powered racer has also spawned a roadgoing version, the CTS-V. The CTS-V looks unassuming at a glance, except for its special grille, but under the hood it’s packing a 400 horsepower V8 borrowed directly from Chevy’s Corvette. It’s the most powerful production Cadillac ever. With additional suspension enhancements, the CTS-V offers BMW-grade performance goodness combined with all-American noises.
Not surprisingly, the 5.7 liter V8 under the hood wakes the CTS-V’s performance right up, and the power on tap comes on with a healthy dose of delicious noise. The LS6 engine is racetrack-proven, and offers an aluminum block, revised induction system for better breathing, and a re-tuned exhaust. The result is 400 horsepower and a free-revving V8 that will spin past 6000 rpm.  The CTS-V uses a full dual exhaust system. To keep things somewhat more Cadillac-like than the average Corvette, a special nylon cover on top of the engine mutes the mechanical noises from within–but not by much, and that’s a good thing. A six-speed Tremec manual transmission is also borrowed from the Vette, and hooked up to a stronger driveshaft and CV joints, to keep the CTS-V from tearing itself to bits.  The result is a sedan that blasts off so strongly you’ll expect the windshield to peel off. Like BMW’s M3, the CTS-V is docile in traffic, but feels like a wolf on a leash.
Forget any skepticism about the CTS-V being a performance pretender, Cadillac has done its homework and its track-work. The handling is taut, and the reflexes are instantaneous. A thicker, hydroformed front suspension and engine cradle are there to handle the additional weight, and stiffer springs and stabilizer bars are used all the way around. There’s a cross-car shock tower brace to improve vehicle stiffness. The CTS-V hits the street with 18″ wheels, too. A more precise steering rack and European-spec elastometric bushings improve the feel of the car on the road. Behind the wheels are hefty Brembo brakes. Traction control and stability control are included, with driver-selectable settings to increase or limit the level of electronic assistance offered.
