Bucktooth

I am planning on building a new motor this winter. I have pretty much narrowed it down to a 408CI LQ9 or a 440CI LSX. Both fully forged rotating assemblies.
How much hp will the lq9 handle?
What would you all do and why?

Plans:
1.This motor will become a FI motor in a few years and I dont plan on taking it out. So I am looking for a low compression build now for future boost(around 9.0:1 Compression, rings for that etc...)
2. How much boost in the future? At least 20psi.
3. I want to run it on E85 right away.
4. I think Trickflow 235/245cc heads are my choice, this should enable great flow and higher rpm (7k range). Are these heads in stock form able to handle high boost fine?
5.For now I want a BIG cam, no wimpy power under the curves in this build. Ill switch that out with the FI.
6. Either 2" or 1 7/8" headers depending on which motor.
7. Intake..looking for opinions. Either FAST 92mm, or vic. jr, or that new compositie weiland intake coming up soon.

This is what I have for ideas, I am looking for opinions on this and suggestions from anybody.


Thanks.

KrisXpc

iTrader: (13)

My vote is on the LSX! Im building a nitrous build 454.

I went with the FAST 92 and the nick williams 92 MM TB.

ALL pro heads were my choice. If your going with the 440 or 408 1 7/8" + is the ure way to go. Personally I went with the American Racing stainless 2" I see sponcers and group purchases up all the time for them.

I think you would enjoy the motor if you did A nitrous setup untill you had the money, time or whatever to do your FI setup.

Either way ! keep us updated !!

Bucktooth

You may want to look into if a 454 is a good nitrous motor. I was told that with the 454's the pins interfered with allowing a thick piston. Thats why for big nitrous shots and boost they go with 440's. Thanks for your input, it will be a nitrous motor unti FI.

toneloc60

iTrader: (7)

I love my 441 LSX (4.125 bore and stroke). Had Wiseco make the pistons with a thick head for big shots of N2O. I used P&P LS7 heads. The main difference between what I built and what you're talking about is that I'm running 11:1 compression. I'm running a pretty healthy cam. I've got tons of power under the curve and make peak power at about 6700-6800.

Bucktooth

2" headers? hp made?
Yea and the heads would be different. What size cam?
Did you get your pistons coated?

JakeFusion

iTrader: (7)

There's a huge difference in price between the LQ9 and LSX. If you can afford the LSX, then get that. If not, put that money toward the FI setup. The LQ9 will hold plenty of boost - it's good north of 1000HP, but then again, so is the LS6 aluminum block.

At the end of the day, you can make whatever power you want with FI, even with a 346. I mean, people make a ton of power with 4.6L Ford Mod motors and the 2JZ-GTE in Supras. Both of them are smaller than the LS1.

I'd suggest you first figure out what your goals are (8 second quarter, 1500rwhp, 700rwhp with good streetability, etc.) and then design an FI solution that will achieve that goal as well as factoring a higher percent of your budget to the FI solution. The engine then becomes secondary; it supports your goals.

But to answer your questions:
-Trickflows will work fine (might want to look at ETP though for their boosted options such as inconel exhaust valves)
-Go big on the cam even with FI (if that's your desired goal) - it'll make more power even if the boost levels drop due to the overlap
-2" Headers work great with the LSX - so I assume you are going supercharger and not turbo?
-Super Victor works best for ensuring a balanced intake charge in a boosted application (or GM carb intake if you want an L92 or LS7 type head - but I think the exhaust flow on the ETPs or TFS are better for boost)

toneloc60

iTrader: (7)

Did not coat pistons. Made 743.8 hp and 634 tq at the crank.

LSX 441ci 11:1 cr
6.125" Lunati Pro Billet Rods
4.125" Compstar Callies crank
4.125" custom Wiseco pistons for nitrous
Meziere street version w/p
LS7 heads ported and polished with Ti and sodium filled valves
LS7 carb intake
950 Quick Fuel Technologies carb modified for E85
MSD coils and wires
Harland Sharp custom made roller tip rockers (still 1.8:1)
Melling high pressure and high volume oil pump
Kook's 2" primary headers w/LS7 flange and 3 1/2 collectors
MSD ingnition controller for LS2
Cloyes double roller timing set
Custom Comp Cam: (Everything is based on 1.7:1 rockers, I have 1.8:1)
Gross valve lift Intake .623 Exhaust .623
Duration Intake 254 Exhaust 266
112 Intake center line
114 lobe separation

https://ls1tech.com/forums/attachmen...2&d=1215064534

99blancoSS

iTrader: (115)

I sent you a pm, we don't recommend a power add on anything over a 4" stroke.
Our big boost LSX block is a 434.... 4.155 bore x 4" stroke. Our 408 is $4474 and the LSX 434 is $6410. We use Callies and Wiseco.

toneloc60

iTrader: (7)

There are a lot of people who don't recommend power adders on anything over 4" strokes. Even a recent article in Hot Rod describes the reason, which is the amount of piston skirt that comes out of the hole on the down stroke. I think they said 4.1 is the limit they'd go with based off information from someone at S.A.M. However, I'm running 4.125" and haven't had a problem. Perhaps I should throw (yet) on the end of that, but, whatever.
99blancoSS is a smart guy. You won't go wrong by listening to him.

Bucktooth

99blanco was very helpful, thanks!
I am now leaning towards the forged 408, tfs 235cc heads, 1-7/8" headers, not sure on intake(maybe fast 92 until i go FI), big cam(24x/25x or25x/26x). What kind of lobe separation is typically used for a good nitrous cam?
How much lift can i go with? .61x or .64x?