Last update on our 205 project....
#1
Last update on our 205 project....
Well guys...
Yesterday was a somber day....
I headed to the track with ideas I might put my 224 cammed C5 in the tens with some aggressive launch RPM and the help of the new lightweight 17" frontrunners I just fabricated (thanks Guy!), but the GM stock shortblock finally gave out on me in the burnout box on my first attempt to get down the track. I noticed an intermitent loud tapping noise coming out of the water (which I was hoping was valvetrain related), but upon further inspection last night, I speculate a piston ring land might have broken and was getting banged around a bit (closed up the #7 spark plug). The valvetrain looked OK, but I havent had the opportunity to actually pull and disassmemble the engine to verify additional damage etc.
Anyway, considering the long life (52K) and it's recent job as a 205 cylinder head test mule, I must say this engine doesn't owe me a penney (400 verified dyno pulls including the testing I did before the AFR H/C package, a handful of track events, MANY passes in the middle of the night, etc.) I wish it would have hung on a little longer as I wanted to pluck it and use it as a "baseline" for future testing. I've got a 383 shortblock in the works and planned on doing some 205 versus 225 testing and a couple of cam swaps as well. Looks like I will have to take every component of of my current hurt engine and try to duplicate it using another stock GM shortblock....I would expect the numbers to be close assuming a decent leak down on the donor shortblock (I'll make sure the cam is installed exactly how it comes out of my current shortblock, etc.)
By the way, I'm not posting this information in search of a bunch of sympathy and all that BS....I'm a big boy and I know I have been pushing this engine well beyond it's intended means for quite some time. I knew this information would ultimately get into the public domain and I wanted to be the one to share it with you. May she rest in peace and I hope to have as successful a project with the 383 that's now on deck....
I will keep you guys appraised of that information as well as the official autopsy report on the 346 when I finally get it out of the car. I'm just glad I had the opportunity to get that recent "in car" track video most of you saw already when it was alive and running well (redlight and all!!).
Regards,
Tony M.
Yesterday was a somber day....
I headed to the track with ideas I might put my 224 cammed C5 in the tens with some aggressive launch RPM and the help of the new lightweight 17" frontrunners I just fabricated (thanks Guy!), but the GM stock shortblock finally gave out on me in the burnout box on my first attempt to get down the track. I noticed an intermitent loud tapping noise coming out of the water (which I was hoping was valvetrain related), but upon further inspection last night, I speculate a piston ring land might have broken and was getting banged around a bit (closed up the #7 spark plug). The valvetrain looked OK, but I havent had the opportunity to actually pull and disassmemble the engine to verify additional damage etc.
Anyway, considering the long life (52K) and it's recent job as a 205 cylinder head test mule, I must say this engine doesn't owe me a penney (400 verified dyno pulls including the testing I did before the AFR H/C package, a handful of track events, MANY passes in the middle of the night, etc.) I wish it would have hung on a little longer as I wanted to pluck it and use it as a "baseline" for future testing. I've got a 383 shortblock in the works and planned on doing some 205 versus 225 testing and a couple of cam swaps as well. Looks like I will have to take every component of of my current hurt engine and try to duplicate it using another stock GM shortblock....I would expect the numbers to be close assuming a decent leak down on the donor shortblock (I'll make sure the cam is installed exactly how it comes out of my current shortblock, etc.)
By the way, I'm not posting this information in search of a bunch of sympathy and all that BS....I'm a big boy and I know I have been pushing this engine well beyond it's intended means for quite some time. I knew this information would ultimately get into the public domain and I wanted to be the one to share it with you. May she rest in peace and I hope to have as successful a project with the 383 that's now on deck....
I will keep you guys appraised of that information as well as the official autopsy report on the 346 when I finally get it out of the car. I'm just glad I had the opportunity to get that recent "in car" track video most of you saw already when it was alive and running well (redlight and all!!).
Regards,
Tony M.
#4
LS1 Tech Administrator
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Don't stay down for long Tony. We always look forward to your new tests.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
#6
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I lost my first stock shortblock at the track also...top of third gear....old #7 came apart...closed the gap etc.
Price we pay..
why not go 402 since you may need a block also?
Price we pay..
why not go 402 since you may need a block also?
#7
Originally Posted by BrentB@TEA
why not go 402 since you may need a block also?
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#9
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Damn, that makes me worry about my stock shortblock. It has 30k on it now and has been modified internally since 800 miles. At last count it had over 10 sets of heads and getting close to 20 cams in it. Probably close to 200 or so dyno pulls too.. and a few track runs. I'm installing a set of Bo White's 241's on it right now and have a MS3 cam I want to stick in it within the next few weeks.. maybe the ol' bitch will hang on a little longer. Sorry about the engine Tony, but it just opens the door for bigger and better things.
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Originally Posted by JZ'sTA
My number 7 had a nice quater size hole in the middle last year.
Everything else looked good.
That damn #7 piston.
A guy that tunes down here sometimes tunes by each cylinder, and said he see's the #7 cylinder lean more often then the other one's.
Weird.
Everything else looked good.
That damn #7 piston.
A guy that tunes down here sometimes tunes by each cylinder, and said he see's the #7 cylinder lean more often then the other one's.
Weird.
#16
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the reason #7 burns up first is because it gets the most air due to GM's intake design. The back wall of the intake angles right to the number 7 cylinder. So #7 gets the most air and same amount of fuel. so when cylinders 1-6 are set on kill...it can kill 7 and sometimes 8
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Originally Posted by gomer
LOL, I'm going to stick me a cold *** plug in #7 after reading all of this. 7 Tr6's and 1 polar circle plug
#19
TECH Senior Member
Originally Posted by BrentB@TEA
the reason #7 burns up first is because it gets the most air due to GM's intake design. The back wall of the intake angles right to the number 7 cylinder. So #7 gets the most air and same amount of fuel. so when cylinders 1-6 are set on kill...it can kill 7 and sometimes 8
Not to mention their ability to accept tight lsa cams that idle like a 224
#20
TECH Senior Member
Originally Posted by BrentB@TEA
maybe just a slightly larger injector on #7