pantera_efi

iTrader: (1)

Hi All, I spoke to Richard and found that he has a LS Billet Block with 8.8" deck.
He stated no problem with removal of lifter/cam bores.
He stated that his oil system would work fine for this case.

The block problem of dealing with the Deck Height availability MUST demand a longer stroke.

This will lower maximum RPM to 12K ?

Lance

Martin Smallwood

iTrader: (2)

Here is what I would do then:

3.150" stroke
6.200" rod
1.025" CH piston

This would leave the piston zero decked with a 8.8" deck height and give you 327 cubic inches. With the 6.200" rod and 3.150" stroke you're still pretty close to 2:1 rod to stroke ratio (1.96:1 actual) which is what I would want for such a high RPM engine.

If the piston manufacturer thinks that a 1.025" CH will make the piston too weak, I would back the rod length down to 6.150". This would give you a 1.075" CH which in my opinion should be perfectly fine and still gives you a 1.95:1 rod to stroke ratio.

1CAMWNDR

iTrader: (21)

Pantera EFI have you had any way to test your head design with respect to how the barrel valve operation and timing will affect desired intake and exhaust port and manifold runner length?

Does it still have similar characteristics as poppet valve timing-throttle bodies-cam timing have on desired port and runner length?

Will the ports in this head be in same or similar location as current heads? Or might they be raised for a more straight shot into the combustion chamber?

pantera_efi

iTrader: (1)

Hi, yes a good remark, the port locations will remain the same for the exhaust.
A low hood requirement will also be important for the Intake Trumpets.
The most common port location will use the common manifolds if desired, just NO air Door.

The EAP model I use allows for runner length at MAX RPM.
That can be used for 1/2 wave tuning to predict the second torque peak RPM.

I understand your "straight shot" desire, to understand that task you would need to see my head design.

I could e-mail some pics ?

Lance

1CAMWNDR

iTrader: (21)

I see. As long as the different valve style will not alter pressure wave characteristics...or has been taken into account in the design of the intake runner and head ports.
No need to send pics, I was just curious. I bet you could even make a Hemi style head with the "valve" location rotated 90° .

pantera_efi

iTrader: (1)

Hi, yes sure.

I made a head, KHI 250cc, with the Intake Port over the piston top AND the TWO exhaust ports on either side, a four valve head tested by Jerry Branch.
He stated that head flowed better than ALL OTHERS for the same Valve Size.

This "bike" is running to this day.

Lance

260DET

Interesting project that's for sure. But if a LS type valve train is not going to be used it's not a LS engine is it, dare I say it, just another high revving engine. Developing the LS valve train for exceptionally high revs would be a real accomplishment and of wide practical benefit.

Martin Smallwood

iTrader: (2)

Comp is actually working with Engine Labs currently on a 11,000RPM LS engine. It will retain a conventional OHV push rod configuration.

Will be interesting to see the results between this combo and the Comp/Engine Labs combo.

There are a few 9,000-10,000RPM LS engines out there currently as well. Most make upwards of 1100hp at the crank. I can't wait to see the data and compare them!

TruenoDriva

This is a great read! absolutely going to follow!

NSFW

This thread tapered off too soon... what happened?

You can't leave us hanging like this...

KLowR6

xc_SS/RS

piston top coatings could also help avoid detonation and there are other internal coatings which could help reduce friction

Darth_V8r

iTrader: (4)

Something along the lines of Microblue?

xc_SS/RS

had to google Microblue but their coatings sound like they would definitely work. Swaintech, Cerakote, Calico Coatings and more also offer different types of internal engine coatings to reduce friction and reduce temps in the combustion chamber. i think some coatings help shed oil that is on the part as well which could help reduce pumping losses.

crank scraper might be a good idea as well.

Che70velle

iTrader: (6)

Bumping this up for updates…

ChopperDoc

I have no idea why I’m reading this, but it needs a bump. What happened? The readers here need closure. My concern would be the actual piston speeds. I saw mentioned upwards of 6k. That’s solidly 1k above typical Formula 1 territory. If this is true, it’s massively impressive considering the physics involved with that. Just saying, those F1 folks know a thing or two about RPM, and valvetrain isn’t actually the limit. It’s the materials involved. If it wasn’t for that, they would be higher, bet.

Che70velle

iTrader: (6)

Bumping this back up since Lance is back around… How about an update Lance?

IGN-1A

Hi ChEV, for a high RPM engine, I fit TI Valve Springs and TI Piston Pins.
Lance

Che70velle

iTrader: (6)

So the build in question is either dead, or never got started I’d guess?
Anyhoo…who makes your Ti valvesprings for you? Ti pins that are DLC coated are pretty common.

TurboBuick6

iTrader: (2)

Ti valve springs or Ti Valve Spring Retainers?

Ti valve springs are out dated and a maintenance nightmare. Not to mention, you are not fitting a Ti valve spring in a stock pocket. requires too big of a wire for a high lift solid roller combo.