Generation IV Internal Engine - 800 hp 650 ft lbs possible on lsx 454 na?

I got a guy that wants to bulid an ls based engine. The trouble is that his power requirements are on the high side. Needs to run av or c12 fuel. limited to 470 ci n/a. MAx rpm 6500 and needs to run at 6000-6200 for periods of 40 min at wot. Want to make max tq a close as possible to 6000 rpm and don't need any power above 6500. The rest is wide open.

What airplane does he want to put this into? Needless to say the engine is so far from designed for this...

I got a guy that wants to bulid an ls based engine. The trouble is that his power requirements are on the high side. Needs to run av or c12 fuel. limited to 470 ci n/a. MAx rpm 6500 and needs to run at 6000-6200 for periods of 40 min at wot. Want to make max tq a close as possible to 6000 rpm and don't need any power above 6500. The rest is wide open.

The answer is Maybe.

If he runs the LSX iron block with a 4.185 inch bore with a 4.1255 inch stroke crankshaft, he will be at 454 cubic inches.

The key to making that level of power in an LS engine are 1) the best cylinder heads - probably ALL PRO LSW-12-2 heads, 2) the best intake manifold - probably a Kinsler fuel injection unit, 3) 14:1 compression ratio using a high enough octane fuel - probable 112 to 116 octane, 4) a professional dry sump system - Dailey Engineering dry sump systems are what Corvette Racing uses, 5) a solid roller camshaft with at least .400 inch lift at the lobe.

Of course, he will need a highly developed cooling system to keep his water at or below 190 degrees F and his oil below 220 degrees F for the 40 minute WOT periord.

After that its a matter of cubic dollars to buy the Winberg fully counterweighted billet crankshaft, Carrillo connecting rods, Mahle pistons, Total Seal rings, JESEL .937" solid roller lifters, Smith Brothers 7/16" x 0.095" pushrods, JESEL Pro J2K 1.8:1 rocker arms, JESEL belt drive timing gear, custom fabricated 321L stainless steel headers, etc.

Is this 800whp or crank hp?

I believe with the right combination of parts and machining you can get the 800 hp but I'm afraid it may have to be spun higher than 6500 rpm to achieve this.

We made 647rwhp thur a 4l60auto trans.
All Pro lsw12-1
Lsx 454
11.5 to 1 pump gas
Peak power @ 6800
All Pro intake
:)

It would to go into a marathon jet boat. Done it and more with BBC but ya the cost gets into the 40's for 800-850 and 75k for a 850-900 hp bbc in the 470 ci. I figured the All pros or the Mozez heads would be a must. I would like to keep comp down to 12.5 if possuible. Dry sump for sure and set it up to pull around 8" vacum also on the crankcase. Twin 750 dp's on a sheet metal intake with stupid liong runners cam in the 252/262 range .675-.700 lift range could do it.
I would like to do it with an alum block though. Was thinking the ERL superdeck might be the ticket as weight is an issue.

It's all in the bar stool talk stages right now

Is this engine for the comp jet class (470 ci limit)? I raced comp jet and pro gas jet back in the 90s and set 12 national records and won several high points championships. There are some things that are critical to the success with your engine combination but I believe that an LS engine could be competitive in this class. PM me if I can help you.

No actually this is marathon racing not drag racing. A class is limited to 470 ci and no power adders. Here is a video trailer from last years race. http://vimeo.com/28092240 another of us finishing a leg a few years ago in B class 366 ci. http://www.youtube.com/watch?v=wfGASCx8YuE&feature=endscreen&NR=1

call or pm Champion Motors ..fresh 800 hp lsx ready to ship

Tall deck block and as many cubes as possible.. 800hp with 470 cubes shouldn't be a problem. Only 1.70 Hp/ci...

damn that looks like fun... lol

What are some of the other engines competitors are running? Anything from airplanes?

6k for almost an hour! Spend some money with someone that does Spintron testing, and endurance lobes! Cam, valvetrain and getting enough oil to the top end are going to be utmost critical. And I would use as many cubes as you can- just to lower down the operating range, unless the prop/boat combination needs 6k+ RPMs. I don't think the power output will be a problem with the cubes and correct intake/heads but the valve train will be the big hurdle in this build $$$$.

No actually this is marathon racing not drag racing. A class is limited to 470 ci and no power adders. Here is a video trailer from last years race. another of us finishing a leg a few years ago in B class 366 ci.

What valvetrain was used in the 366?

in the 366 2we us either t&d stuff or Jezel. We run 3/8 .100 wall pushrods. Ti valves and we have been using PSI endurance springs. Valvetrain is critical for sure sometimes you come out of the water at 6000 rpm hit the rev limiter and when you come back in it back to full load. Kinda like having wheel hop 20 times an hour. i have seen a few cranks snap right off at the balancer with less than an hour on them. The best engines may last 20 hrs max.

The only airplane engines are actually from helicopters and are t58 turbines in unlimited class. One of our 366's was a Dart little M block with Dart GB2300 heads a nice wilson sheet metal intake and a couple of 750's on it. Crank trigger,peterson dry sump, 13.5:1. Made 525 ft lbs peak and 650 hp@6500 rpm.

800 hp doesn't seem to be the problem but that uis also 700 ftlbs of tq.


Here is one more trailer from a few years ago. http://s1197.photobucket.com/albums/aa427/allblowdup/?action=view&current=Rat200Trailer.mp4

We run ls3's in one class and they are doing awsome. Some guys have gotten over 50 hrs on one.