LS7 based 440cid dyno numbers
06-25-2009, 10:56 PM
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LS7 based 440cid dyno numbers Hi guys,
Just starting some initial research on 440ci long / short blocks. Short block option would use locally (Aussie) ported LS7 heads. As far as I can see, there are a few off-the-shelf options:
LME 440
Texas Speed 440
SDPC 440
I am wanting to put this in a M6 C5 Corvette for 70% track / 20% street use. Need info on high compression N/A setups that are not too sick in traffic. This would be using a custom twin-plenum ITB manifold. What are realistic rwhp goals and street manners? Fuel economy, max RPM etc?
Any comments from members with the above supplier engines?
Just starting some initial research on 440ci long / short blocks. Short block option would use locally (Aussie) ported LS7 heads. As far as I can see, there are a few off-the-shelf options:
LME 440
Texas Speed 440
SDPC 440
I am wanting to put this in a M6 C5 Corvette for 70% track / 20% street use. Need info on high compression N/A setups that are not too sick in traffic. This would be using a custom twin-plenum ITB manifold. What are realistic rwhp goals and street manners? Fuel economy, max RPM etc?
Any comments from members with the above supplier engines?
06-26-2009, 02:16 PM
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Hi guys,
Just starting some initial research on 440ci long / short blocks. Short block option would use locally (Aussie) ported LS7 heads. As far as I can see, there are a few off-the-shelf options:
LME 440
Texas Speed 440
SDPC 440
I am wanting to put this in a M6 C5 Corvette for 70% track / 20% street use. Need info on high compression N/A setups that are not too sick in traffic. This would be using a custom twin-plenum ITB manifold. What are realistic rwhp goals and street manners? Fuel economy, max RPM etc?
Any comments from members with the above supplier engines?
Just starting some initial research on 440ci long / short blocks. Short block option would use locally (Aussie) ported LS7 heads. As far as I can see, there are a few off-the-shelf options:
LME 440
Texas Speed 440
SDPC 440
I am wanting to put this in a M6 C5 Corvette for 70% track / 20% street use. Need info on high compression N/A setups that are not too sick in traffic. This would be using a custom twin-plenum ITB manifold. What are realistic rwhp goals and street manners? Fuel economy, max RPM etc?
Any comments from members with the above supplier engines?
With all due respect to the engine builders mentioned above, as they are ALL top notch places, I have to put my vote in for HKE
Listen to Blanco, and have HKE (Erik) build your motor. Won't take you long to find out that Erik is one of the top notch LS engine builders in the country.
06-26-2009, 03:52 PM
#4
Hi guys,
Just starting some initial research on 440ci long / short blocks. Short block option would use locally (Aussie) ported LS7 heads. As far as I can see, there are a few off-the-shelf options:
LME 440
Texas Speed 440
SDPC 440
I am wanting to put this in a M6 C5 Corvette for 70% track / 20% street use. Need info on high compression N/A setups that are not too sick in traffic. This would be using a custom twin-plenum ITB manifold. What are realistic rwhp goals and street manners? Fuel economy, max RPM etc?
Any comments from members with the above supplier engines?
Just starting some initial research on 440ci long / short blocks. Short block option would use locally (Aussie) ported LS7 heads. As far as I can see, there are a few off-the-shelf options:
LME 440
Texas Speed 440
SDPC 440
I am wanting to put this in a M6 C5 Corvette for 70% track / 20% street use. Need info on high compression N/A setups that are not too sick in traffic. This would be using a custom twin-plenum ITB manifold. What are realistic rwhp goals and street manners? Fuel economy, max RPM etc?
Any comments from members with the above supplier engines?
06-27-2009, 09:12 PM
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Sorry... missed the HKE. Google only showed up these three 440cid LS7s.
In the early stages of researching and no doubt will want some customisation of the off-the-shelf setups.
What are the popular cams being used in these motors that work well with the Trick Flow heads?
In the early stages of researching and no doubt will want some customisation of the off-the-shelf setups.
What are the popular cams being used in these motors that work well with the Trick Flow heads?
06-27-2009, 09:32 PM
#6
Sorry... missed the HKE. Google only showed up these three 440cid LS7s.
In the early stages of researching and no doubt will want some customisation of the off-the-shelf setups.
What are the popular cams being used in these motors that work well with the Trick Flow heads?
In the early stages of researching and no doubt will want some customisation of the off-the-shelf setups.
What are the popular cams being used in these motors that work well with the Trick Flow heads?
06-27-2009, 09:32 PM
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Sorry... missed the HKE. Google only showed up these three 440cid LS7s.
In the early stages of researching and no doubt will want some customisation of the off-the-shelf setups.
What are the popular cams being used in these motors that work well with the Trick Flow heads?
In the early stages of researching and no doubt will want some customisation of the off-the-shelf setups.
What are the popular cams being used in these motors that work well with the Trick Flow heads?
HKE (Erik) and Blanco can get you setup with anything you can dream of.
Popular cams? That's a loaded question
Whew, you ask 10 people you will get 15 different answers! Everyone has an opinion on what works, doesn't work, etc... For teh utmost in reliablity, go hydraulic roller, and with 440" to feed, what some may consider big, the 440" will tame it down some. So, all depending on how crazy you really want to get, teh sky is the limit. But, most will probaly hit you with something in teh 24x/25x @ .050 range, with lift in the mid .600, on a 112-116 LSA. You can go bigger (and smaller), just look at Comp, Bullet, etc...and just about any top cam manufacturer out there Trending Topics
06-28-2009, 01:04 PM
#10
Popular cams? That's a loaded question
Whew, you ask 10 people you will get 15 different answers! Everyone has an opinion on what works, doesn't work, etc... For teh utmost in reliablity, go hydraulic roller, and with 440" to feed, what some may consider big, the 440" will tame it down some. So, all depending on how crazy you really want to get, teh sky is the limit. But, most will probaly hit you with something in teh 24x/25x @ .050 range, with lift in the mid .600, on a 112-116 LSA. You can go bigger (and smaller), just look at Comp, Bullet, etc...and just about any top cam manufacturer out there the cam in my 457 is a 24x/26x . With big engines and big heads we dont need to go huge on the cam. We've put 252 duration cams into 408's but no need to go that big with the bigger cubes.
06-29-2009, 09:20 AM
#12
Cartek built my 441. L92 heads. My cr is probably as bit more than it sounds like you want at 13:0:1 but I do drive on the street with it.
Cartek is a sponser here also.
Cartek is a sponser here also.
06-29-2009, 10:45 PM
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I like the TFS 245s more than the LS7s as you'lll get more midrange torque out of the engine but not quite the same kind of RPM range. With that being said, I like a Comp LSL 251/259 .624"/.624" 114+4 or so for a good streetable 440. You can go bigger using the LSL lobes, but it's a good compromise for power and drivability in a 440 usin the 245s.
06-30-2009, 12:51 AM
#16
FormerVendor
Even though everyone is recommending them, I am leaning away from the TFS heads purely due to the cathedral type intake ports. It is virtually impossible to make a smooth flowing intake connection to these heads - If you saw a cutaway of a cathedral port matched to an intake, you would be shocked. I will probaby go LS7 or L92 (check my post in Advanced engineering tech https://ls1tech.com/forums/advanced-...ake-tract.html)
Cathedral stuff is going 8.6xs in Joe and Ambers deal and 9.3xs and faster in Coleman Roddy's and James and Sheila Day's cars so the cathedral stuff is fastest right now actually.
The LS7 stuff is awsome though in that you can make about the same or more power with a much smaller camshaft so it drives a lot nicer at 600 RWHP levels. The LS7 manifold is also a little better and has shorter and larger runners.
We've had one 427 LS7-style engine make 600 at the tires with only a 230 at .050 cam and the Cathedral stuff can't do that with such a small cam so there are advantages but the LS7-style stuff is usually more money as well.
It all just depends but most people don't want to spend the money on the LS7 and LS7-style stuff it seems although I like them both.
06-30-2009, 10:11 AM
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Even though everyone is recommending them, I am leaning away from the TFS heads purely due to the cathedral type intake ports. It is virtually impossible to make a smooth flowing intake connection to these heads - If you saw a cutaway of a cathedral port matched to an intake, you would be shocked. I will probaby go LS7 or L92 (check my post in Advanced engineering tech https://ls1tech.com/forums/advanced-...ake-tract.html)
Well, there is no denying that the Cathedral makes big power though, regardless of this "cutaway" you are talking about.
Will also throw this out there for ya....
I went L92, and now wishing I had not. Don't get me wrong, it is a nice head, very nice really, and is a great power producer, up to a certain point. I have found out (the hard way) that you can only take this head oh-so-far, before you just run out of material to work with. No room for a spring to handle a serious cam (have a big thread on this elsewhere on this forum). Deck is thin, so not great for big boost, if you so choose. And there is only oh-so-much room for port work as well. And then you can get into teh rocker arm selection for it, which HAS gotten better as of late, but was a PIA when I started, as when I was doing my build, it was stock rockers or $2000 Jesel's. Anyways, I finally ended up with T&D's for much less, but still pricey for rockers for a "street" head.
So, while it may seem like I am bashing teh L92, I am not. I am just pointing out what I went through, to hopefully shed some light on it, so you don't make teh same mistakes I went through. For the money, it simply can not be touched. Dollar for dollar, cent for cent, it makes more power than any other option you have. What are they now? $200 each for a bare casting? Or like $700 assembled, for teh pair CNC'd from Scroggin? I mean, that is just plain crazy. But again, you can only take it oh-so-far. So, keep that in mind.
06-30-2009, 10:21 AM
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Running a 233* int. lobe on mine right now, and I have run as much as 244* on stock cubes. I have to agree 100% on the LS7 stuff being more streetable at the 600rwhp level.
06-30-2009, 10:52 AM
#19
I run 110 in it.
L92's are a great head for the price. No you can't really run a solid roller on it and that does suck but with moderate compression and good tuning, etc. you can build yourself a real good hydraulic set up.
On the N/A fastest LSX list my car is 5th fastest of the hydraulic motor cars listed and
15th overall including the solid roller cars and I drive mine around. They can be used effectively but definately are limited as gen414 said.
L92's are a great head for the price. No you can't really run a solid roller on it and that does suck but with moderate compression and good tuning, etc. you can build yourself a real good hydraulic set up.
On the N/A fastest LSX list my car is 5th fastest of the hydraulic motor cars listed and
15th overall including the solid roller cars and I drive mine around. They can be used effectively but definately are limited as gen414 said.
06-30-2009, 01:43 PM
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I run 110 in it.
L92's are a great head for the price. No you can't really run a solid roller on it and that does suck but with moderate compression and good tuning, etc. you can build yourself a real good hydraulic set up.
On the N/A fastest LSX list my car is 5th fastest of the hydraulic motor cars listed and
15th overall including the solid roller cars and I drive mine around. They can be used effectively but definately are limited as gen414 said.
L92's are a great head for the price. No you can't really run a solid roller on it and that does suck but with moderate compression and good tuning, etc. you can build yourself a real good hydraulic set up.
On the N/A fastest LSX list my car is 5th fastest of the hydraulic motor cars listed and
15th overall including the solid roller cars and I drive mine around. They can be used effectively but definately are limited as gen414 said.
Hey Tek, is that your car in the most recent issue of GMHTP? Very impressive to say the least, I like.