418 TSP Long Block Build - Lots of Pictures + Parts list
06-27-2010, 11:12 PM
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418 TSP Long Block Build - Lots of Pictures + Parts list This is my first LS build. If you have any suggestions or advice, please post them.
I’ve been building Gen 1 engines for years and have decided to learn something new. The goal was to build an engine that could supply 800HP at the block and still be used on the street for weekend road paving.
Background: The engine is going into a 55 Chevy, 210 Sedan. It will see 5% track time and 95% street use. The chassis is being built by Russ at HotRodJims on a prototype set-up similar to what he did on his PT-57. It is being set-up for twin remote turbos delivering 15psi at the block. After running the numbers, I decided to go with the L92/LS3 stroker. A boost controller will let me knock down the power for the streets.
The rotating assembly uses the TSP installed Callies Compstar crankshaft and rods with Wiseco Pistons. I had a 9.5:1 target for compression, so the piston’s were dished at -20cc. The L92 heads are IMO the best value out there. The heads were CNC ported, double spring kits used and a 68cc chamber. Less than $1550 for the both heads. I can’t say enough about these beauties. TSP supplied Comp 850 lifters, Yella Terra 1.7 rockers and TSP pushrods.
The biggest variable was the camshaft. I ended-up with a custom grind of 226/228 .570/.571 on a 115 LSA. We’ll see how this works…
Now for the build.
The following is the list of parts I used to complete the LS3 24x engine. Parts that are lined out were not needed:
Here is what I received from TSP:
Got the block onto the engine stand to take a good look:
I decided to go with a 24x reluctor. I wanted to have a few more options for aftermarket ECU’s and intakes. I’ll probably use an E40 with this set-up.
-20cc dished pistons:
I’ve been collecting parts for a few months. Most of the completion items came from TSP
dum
First thing was to clean off the cam, coat it with assembly lube and get started:
First time I installed an LS cam. With the lifter retaining tray, I can see how easy replacing these camshafts can be.
LS2 timing chain with the 24x cam wheel.
The oil pump is a ported LS6. According to the folks at TSP, this should give me an additional 10psi. I need to run two remote oilers for the rear turbos and will also have an external oil cooler. Lingenfelter has a nice LS adapter for this.
Comp Hydraulic rolling lifters.
This was my first time dealing with a stroked crankshaft and the windage tray fit. I took the easy way out to modify the tray for the crankshaft travel on the sides of the block by using washers.
This is the important high tech test to verify clearance. I use a couple of washers and could not reach the bottom of the oil pan with the pick-up, so I used my daughter’s play-do in a clean plastic bag to measure the depth. Did I mention I was on a budget?
I used the H3 oil pan. This is the GMPP muscle car LS oil pan kit. Should give me the clearance I need in the front.
LS3 PRC Head.
So to give you an idea of the size of the valves…. These can really breath,
Initial fit check.
Being use to the Gen 1 engines, which have only required torque values, this was the first time I installed a head with a degree gauge. At first I was going to draw out a compass and overlay it on the bolt after the initial torque tightening (remember I have used play-do in the engine as a gauge). Spend the money and get the tool.
Yella Terra rockers. My initial measurement had me using the spacer that comes with the set.
Hand tightened them down. The clearance from the back of the rocker to the inside edge of the head is a lot closer than I expected.
Completed the right side and on to the left.
Knock sensors (one on each side). I should note that the knock sensor on the left side should be placed so it does not block the oil stick tube. I spent 10 minutes looking for the hole in the block for the tube not knowing I had hidden it behind the sensor. Talk about feeing stupid.
This is where I finished tonight. I’ve installed the back cover and only need to install the front timing cover and crank sensor to finish this up.
This build has been too easy (probably because I didn’t do the machine work). I am a little blind on this since I didn’t tear this engine down to see how everything fits together, but it is easier than most Ikea furniture to figure out. I’ll post the rest when I am closer to finishing. I still need to decide on the intake manifold for the boost and flow over my power curve and a water pump that will provide sufficient cooling for the planned output.
There are other sponsor’s here that also supply 418 LS strokers. What I can say is I’ve talked with the folks at TSP, they stand behind their work and offered one of the better values for what I needed.
DaveB
I’ve been building Gen 1 engines for years and have decided to learn something new. The goal was to build an engine that could supply 800HP at the block and still be used on the street for weekend road paving.
Background: The engine is going into a 55 Chevy, 210 Sedan. It will see 5% track time and 95% street use. The chassis is being built by Russ at HotRodJims on a prototype set-up similar to what he did on his PT-57. It is being set-up for twin remote turbos delivering 15psi at the block. After running the numbers, I decided to go with the L92/LS3 stroker. A boost controller will let me knock down the power for the streets.
The rotating assembly uses the TSP installed Callies Compstar crankshaft and rods with Wiseco Pistons. I had a 9.5:1 target for compression, so the piston’s were dished at -20cc. The L92 heads are IMO the best value out there. The heads were CNC ported, double spring kits used and a 68cc chamber. Less than $1550 for the both heads. I can’t say enough about these beauties. TSP supplied Comp 850 lifters, Yella Terra 1.7 rockers and TSP pushrods.
The biggest variable was the camshaft. I ended-up with a custom grind of 226/228 .570/.571 on a 115 LSA. We’ll see how this works…
Now for the build.
The following is the list of parts I used to complete the LS3 24x engine. Parts that are lined out were not needed:
Here is what I received from TSP:
Got the block onto the engine stand to take a good look:
I decided to go with a 24x reluctor. I wanted to have a few more options for aftermarket ECU’s and intakes. I’ll probably use an E40 with this set-up.
-20cc dished pistons:
I’ve been collecting parts for a few months. Most of the completion items came from TSP
dumFirst thing was to clean off the cam, coat it with assembly lube and get started:
First time I installed an LS cam. With the lifter retaining tray, I can see how easy replacing these camshafts can be.
LS2 timing chain with the 24x cam wheel.
The oil pump is a ported LS6. According to the folks at TSP, this should give me an additional 10psi. I need to run two remote oilers for the rear turbos and will also have an external oil cooler. Lingenfelter has a nice LS adapter for this.
Comp Hydraulic rolling lifters.
This was my first time dealing with a stroked crankshaft and the windage tray fit. I took the easy way out to modify the tray for the crankshaft travel on the sides of the block by using washers.
This is the important high tech test to verify clearance. I use a couple of washers and could not reach the bottom of the oil pan with the pick-up, so I used my daughter’s play-do in a clean plastic bag to measure the depth. Did I mention I was on a budget?
I used the H3 oil pan. This is the GMPP muscle car LS oil pan kit. Should give me the clearance I need in the front.
LS3 PRC Head.
So to give you an idea of the size of the valves…. These can really breath,
Initial fit check.
Being use to the Gen 1 engines, which have only required torque values, this was the first time I installed a head with a degree gauge. At first I was going to draw out a compass and overlay it on the bolt after the initial torque tightening (remember I have used play-do in the engine as a gauge). Spend the money and get the tool.
Yella Terra rockers. My initial measurement had me using the spacer that comes with the set.
Hand tightened them down. The clearance from the back of the rocker to the inside edge of the head is a lot closer than I expected.
Completed the right side and on to the left.
Knock sensors (one on each side). I should note that the knock sensor on the left side should be placed so it does not block the oil stick tube. I spent 10 minutes looking for the hole in the block for the tube not knowing I had hidden it behind the sensor. Talk about feeing stupid.
This is where I finished tonight. I’ve installed the back cover and only need to install the front timing cover and crank sensor to finish this up.
This build has been too easy (probably because I didn’t do the machine work). I am a little blind on this since I didn’t tear this engine down to see how everything fits together, but it is easier than most Ikea furniture to figure out. I’ll post the rest when I am closer to finishing. I still need to decide on the intake manifold for the boost and flow over my power curve and a water pump that will provide sufficient cooling for the planned output.
There are other sponsor’s here that also supply 418 LS strokers. What I can say is I’ve talked with the folks at TSP, they stand behind their work and offered one of the better values for what I needed.
DaveB
Last edited by ke6507; 06-30-2010 at 12:13 AM. Reason: Updated with parts list
06-28-2010, 09:42 AM
#2
Thanks for the feedback and pics, Dave! I got your emails from this weekend and will be back in touch shortly!
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Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
06-30-2010, 12:23 AM
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These are the basic numbers I calculated when putting the set-up together. Remember its math not reality
Engine 418 cid
Cylinders 8
Bore 4.07 inches
Stroke 4 inches
Boost 15 psi
RPM 6000
Temp in 85F
Compressor Efficiency 0.78%
Intercooler Efficiency 80%
Wheel Diameter 27 inches
Axle Ratio 4.10
Head volume 68.00 cc
Piston Volume -20
Rod Length 6.125 inches
0 Deck at 9.235 inches
STD Deck Height 9.240 inches
Compression Ratio 9.500 9.5:1
Pressure ratio and boost 2.020408163
Temperature Out (Ideal) 205.021631 F
Temp Out Actual 238.8738858 F
Temp In Intercooler) 115.7747772 F
Density Ratio 1.655769373
Engine Displacement 417.3833071 cid (calculated)
Volumatric Flow Rate 724.623797 cfm
Mass Flow Rate 52.82986131 lb/min
HP (MFR) 528.2986131 hp
MFR Boosted 87.47406634 lb/min
HP (MFR Boosted) 874.7406634 hp (at 6000RPM)
Efficiency Compressor 1.42
VE 1.00
Injector size per HP 54.67129146
Cam Overlap -3 degrees
Intake duration 226
Exhaust Duration 228
LSA 115
DaveB
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06-30-2010, 04:56 AM
#8
Thanks.
These are the basic numbers I calculated when putting the set-up together. Remember its math not reality
Engine 418 cid
Cylinders 8
Bore 4.07 inches
Stroke 4 inches
Boost 15 psi
RPM 6000
Temp in 85F
Compressor Efficiency 0.78%
Intercooler Efficiency 80%
Wheel Diameter 27 inches
Axle Ratio 4.10
Head volume 68.00 cc
Piston Volume -20
Rod Length 6.125 inches
0 Deck at 9.235 inches
STD Deck Height 9.240 inches
Compression Ratio 9.500 9.5:1
Pressure ratio and boost 2.020408163
Temperature Out (Ideal) 205.021631 F
Temp Out Actual 238.8738858 F
Temp In Intercooler) 115.7747772 F
Density Ratio 1.655769373
Engine Displacement 417.3833071 cid (calculated)
Volumatric Flow Rate 724.623797 cfm
Mass Flow Rate 52.82986131 lb/min
HP (MFR) 528.2986131 hp
MFR Boosted 87.47406634 lb/min
HP (MFR Boosted) 874.7406634 hp (at 6000RPM)
Efficiency Compressor 1.42
VE 1.00
Injector size per HP 54.67129146
Cam Overlap -3 degrees
Intake duration 226
Exhaust Duration 228
LSA 115
DaveB
These are the basic numbers I calculated when putting the set-up together. Remember its math not reality
Engine 418 cid
Cylinders 8
Bore 4.07 inches
Stroke 4 inches
Boost 15 psi
RPM 6000
Temp in 85F
Compressor Efficiency 0.78%
Intercooler Efficiency 80%
Wheel Diameter 27 inches
Axle Ratio 4.10
Head volume 68.00 cc
Piston Volume -20
Rod Length 6.125 inches
0 Deck at 9.235 inches
STD Deck Height 9.240 inches
Compression Ratio 9.500 9.5:1
Pressure ratio and boost 2.020408163
Temperature Out (Ideal) 205.021631 F
Temp Out Actual 238.8738858 F
Temp In Intercooler) 115.7747772 F
Density Ratio 1.655769373
Engine Displacement 417.3833071 cid (calculated)
Volumatric Flow Rate 724.623797 cfm
Mass Flow Rate 52.82986131 lb/min
HP (MFR) 528.2986131 hp
MFR Boosted 87.47406634 lb/min
HP (MFR Boosted) 874.7406634 hp (at 6000RPM)
Efficiency Compressor 1.42
VE 1.00
Injector size per HP 54.67129146
Cam Overlap -3 degrees
Intake duration 226
Exhaust Duration 228
LSA 115
DaveB
06-30-2010, 03:54 PM
#11
First off the LS3/L92 heads are known to crack or lift and push water under boost. They have a thin deck. Keep it under 14lbs and you will most likely be ok. Veee8 on here had issues with anything more than 14lbs.
I know Comp had some issues with their lifters awhile back and I don't know if they corrected them or not, but with this much money in the build why not opt for the Morels?
You should meet your goal very easily since most 408's reach 800 rwhp with that boost level.
Good luck!
I know Comp had some issues with their lifters awhile back and I don't know if they corrected them or not, but with this much money in the build why not opt for the Morels?
You should meet your goal very easily since most 408's reach 800 rwhp with that boost level.
Good luck!
06-30-2010, 05:14 PM
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What I have is a 4.070 bore. This puts at 416.
The Wiseco LS 4" stroker pistons are limited to a 4.070 bore size. The ones in my engine are similar to what is used in Wiseco kit p/n K456X7. I don't know of any stock Wiseco LS series stroker pistons that come in a 4.080 (at least I couldn't find any in their catalog). My selection was also driven by budget (I could get the Wiseco pistons dished at no additional cost).
Thanks,
DaveB
06-30-2010, 05:53 PM
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First off the LS3/L92 heads are known to crack or lift and push water under boost. They have a thin deck. Keep it under 14lbs and you will most likely be ok. Veee8 on here had issues with anything more than 14lbs.
I know Comp had some issues with their lifters awhile back and I don't know if they corrected them or not, but with this much money in the build why not opt for the Morels?
You should meet your goal very easily since most 408's reach 800 rwhp with that boost level.
Good luck!
I know Comp had some issues with their lifters awhile back and I don't know if they corrected them or not, but with this much money in the build why not opt for the Morels?
You should meet your goal very easily since most 408's reach 800 rwhp with that boost level.
Good luck!
I didn't pick-up on the issue with the heads - Thanks!. That would have been a fun surprise. Knocking it down a few psi is not a problem. I had a similar concern with using the LS-3 Aluminum block bored out for the stroker vs an iron block. Keeping that at 15psi didn't seem to be a problem. Again, I don't mind knocking it down a few pounds to keep the parts in the block.
The target cost for the completed engine is $10.5K. I've had to make some trade-offs. Going with the L92 heads and Comp lifters was one of them.
I really appreciate the advice.
DaveB
11-28-2013, 01:49 PM
#17
Subscribed, loving the build!
Im building a similar (more budget) ls2 403, wondering what you are going to be using to put the 15psi into the engine?
Also, i see you went with stock replacement head bolts. Any reason for these vs ARP studs, or even KMJ studs? Id like to use stock replacements, im just a bit concerned, so if you had some sound advice thatd be great!
Im building a similar (more budget) ls2 403, wondering what you are going to be using to put the 15psi into the engine?
Also, i see you went with stock replacement head bolts. Any reason for these vs ARP studs, or even KMJ studs? Id like to use stock replacements, im just a bit concerned, so if you had some sound advice thatd be great!
Last edited by BigBadWhitey; 11-28-2013 at 01:55 PM.
