FEARR

Hey guys. I already know a little about these motors but need more info, since there are so many options. I know of some fully well built LS cars making 1000 rwhp+. I have a car I am looking at that has already made over 1000 rwhp on straight 93, but being tuned with higher octane. Car has the good stuff and forged 408, not sure of heads but everything possible In my opinion to make 1200 rwhp with the 88mm turbo currently on it. Your feedback is appreciated. I may be trading Fear with money my way, since im looking to change things up and get something I cam drive on steet from time to time

FEARR

So out of 108 views, no one has enough info to share back on this topic?

oscs

iTrader: (19)

Read. There are a million articles in this section that will give you your awnser. Hell on this page alone there is one specifically asking max boost on a 4 bolt head design. That would be might first stop.

JoeNova

Not really. You can't just say "I have forged internals how much power can I make."

stevieturbo

I'm sure you could build a 408 to make say 2000rwhp and be reliable for 6 seconds.

Or 400rwhp and be reliable for 100k...

Bit of a loaded question really given there are literally dozens of variables with both build, parts, tuning, usage etc etc.

slowlsx

iTrader: (28)

same questions, different threads. do your research. stock block will only handle so much power

Kmspeedie

iTrader: (1)

without all these threads we'd be bored

asubennett

iTrader: (6)

1600hp for 4.5 seconds. 1200hp for 8 to 8.5 seconds... That would be my general rule of thumb. And yes those are times the motor will live at WOT. I think greater than 1200whp on a 4 bolt block longer than 1/8 mile racing will grenade nearly every time

JoeNova

Lots of 4 bolt blocks pushing a LOT more than 1200 hp out to the full quarter mile. A lot of them OEM aluminum blocks too. A bucket of Hard Block goes a long way in strengthening an OEM block.

There are a few filled LS2 blocks making 1500+ hp. Two of them have been at 1800 or more.

LSX Power Tuning

iTrader: (4)

With a 1,000+ hp anything can go wrong very quick IMO. I personally think the more under a 1k hp the safer your going to be on something your going to drive alot on the street. I tuned a 1100+z06 that was built with the best parts money could buy break a lifter after a few months of street driving. Would that same lifter have broke at 800hp, who knows. That kind of power on the street is alot different than just running one for a few seconds at the track.

stevieturbo

I'd say yes. Power made would have almost no effect on what the lifters are doing. If it was going to break, it was going to break.

LJMSJohn

How much power a motor makes has zero bearing on the stresses seen by the lifters. That failure had nothing to do with the fact the car made 1100... and it would have still failed if the car made 800.

Slowhawk

iTrader: (12)

Problem I see is the heads staying on.

At 1000rwhp I can get a season and near the end it pushed water.
at 1200rwhp I get 2 weekends before it pushes. The studs stretch.
That's full bore 800rwhp launches ect.
With C16 I gained 0 hp over 100 octane and meth. Even with 6-8 degree's more timing. So, race gas didn't help.

asubennett

iTrader: (6)

similar experiences

asubennett

iTrader: (6)

Show me these cars 175mph plus traps that you speak of. Otherwise those are just numbers. A true mustang dump 1200 HP will trap 170 in a 3200lb chassis. I don't see hardly anyone past 170 with 4 bolt heads.

JoeNova

Fireball trapped 177 on his first 7-second pass with an LS2. He re-sleeved it and turned the power up quite a bit.

Shawn Bryson trapped 150+ in the 1/8th mile on a stock bottom end 5.3 with ported stock 799 heads and chinese head studs.

Mark Friedrich's Mustang runs 7's @ 170 plus on a 6.0 block with a 4" stroke and stock unported 317 heads and stock LS1 intake and throttle body.

I think Kurt Urban was making 1600+ HP on 4 bolt heads.

I could probably name 3 more if I opened up my browser and took a few minutes to look.

SwampWS6

iTrader: (7)

This is what I was asking about in my previous thread cubic inches. Those things are moving out and trapping good times.

LJMSJohn

ok better... ehehe

wrp

Just my two cents, we ran an LQ9 402 for a year with 4 bolt heads at 1145/1269. I did not have an effective boost controller on it and feel that contributed to a lot of carnage. It would be hard to blame the turbos or the horsepower though as we had run a 4.0 liter Whipple on that same motor for nearly 4 years at 800-975 rwhp. I personally feel the blower was the culprit in the ultimate crankshaft failure, after the turbos were installed. I am sure a lot of guys get away with oem internals making big horsepower but I have come to respect manufacturer recommended limits, like 1500 hp on the crank I have. With even a 20% driveline loss that limits you to around 1300 rwhp. In my case we were pushing about 30 lbs of boost through the LQ9 with the four bolt head option. We suspected heads were lifting when the ultimate crisis came but it turned out the relucter wheel separated and the crankshaft became unbalanced. My excellent tuner detected the problem before there was a catastrophic failure. We moved on to an LSx block with 6 bolt heads thinking we would boost it to the moon. Fact is we are at 1250 rwhp and 1478 rwtq right now on 23 lbs of boost. The motor has more in it but when I looked my tuner in the eye, I figured it was best to take what I had and call it a day. The Callies crank is only backed to 1500 hp, whatever that means. At the end of the day the motor is capable of pushing out about anything you want to throw at it. On the current build I took the tuner's advice and we installed a boost controller and I am looking forward to a lot of fun with the car over the next year. JMHO guys, not trying to be argumentative.

Blown06

iTrader: (32)

Whether your numbers are correct or not, I do think is a pretty realistic way of looking at it. In having discussions with Kurt Urban on my 4-bolt deal, I believe he also somewhat feels the same way........regarding maximum hp over time.