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MAX RPM LS-X Engine 10500 + RPM

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Old 03-02-2017, 10:21 AM
  #41  
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Default Dart Block @ 8.8

Hi All, I spoke to Richard and found that he has a LS Billet Block with 8.8" deck.
He stated no problem with removal of lifter/cam bores.
He stated that his oil system would work fine for this case.

The block problem of dealing with the Deck Height availability MUST demand a longer stroke.

This will lower maximum RPM to 12K ?

Lance
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Old 03-02-2017, 11:09 AM
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Here is what I would do then:

3.150" stroke
6.200" rod
1.025" CH piston

This would leave the piston zero decked with a 8.8" deck height and give you 327 cubic inches. With the 6.200" rod and 3.150" stroke you're still pretty close to 2:1 rod to stroke ratio (1.96:1 actual) which is what I would want for such a high RPM engine.

If the piston manufacturer thinks that a 1.025" CH will make the piston too weak, I would back the rod length down to 6.150". This would give you a 1.075" CH which in my opinion should be perfectly fine and still gives you a 1.95:1 rod to stroke ratio.

Last edited by Martin Smallwood; 03-02-2017 at 11:17 AM.
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Old 03-21-2017, 09:37 AM
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Pantera EFI have you had any way to test your head design with respect to how the barrel valve operation and timing will affect desired intake and exhaust port and manifold runner length?

Does it still have similar characteristics as poppet valve timing-throttle bodies-cam timing have on desired port and runner length?

Will the ports in this head be in same or similar location as current heads? Or might they be raised for a more straight shot into the combustion chamber?
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Old 03-23-2017, 10:49 AM
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Default Port Location = LS 1,2,3,7

Hi, yes a good remark, the port locations will remain the same for the exhaust.
A low hood requirement will also be important for the Intake Trumpets.
The most common port location will use the common manifolds if desired, just NO air Door.

The EAP model I use allows for runner length at MAX RPM.
That can be used for 1/2 wave tuning to predict the second torque peak RPM.

I understand your "straight shot" desire, to understand that task you would need to see my head design.

I could e-mail some pics ?

Lance
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Old 03-23-2017, 02:03 PM
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Originally Posted by Pantera EFI View Post
Hi, yes a good remark, the port locations will remain the same for the exhaust.
A low hood requirement will also be important for the Intake Trumpets.
The most common port location will use the common manifolds if desired, just NO air Door.

The EAP model I use allows for runner length at MAX RPM.
That can be used for 1/2 wave tuning to predict the second torque peak RPM.

I understand your "straight shot" desire, to understand that task you would need to see my head design.

I could e-mail some pics ?

Lance
I see. As long as the different valve style will not alter pressure wave characteristics...or has been taken into account in the design of the intake runner and head ports.
No need to send pics, I was just curious. I bet you could even make a Hemi style head with the "valve" location rotated 90 .
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Old 03-25-2017, 10:52 AM
  #46  
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Default KHI Head

Hi, yes sure.

I made a head, KHI 250cc, with the Intake Port over the piston top AND the TWO exhaust ports on either side, a four valve head tested by Jerry Branch.
He stated that head flowed better than ALL OTHERS for the same Valve Size.

This "bike" is running to this day.

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Old 04-17-2017, 04:02 AM
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Interesting project that's for sure. But if a LS type valve train is not going to be used it's not a LS engine is it, dare I say it, just another high revving engine. Developing the LS valve train for exceptionally high revs would be a real accomplishment and of wide practical benefit.
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Old 04-17-2017, 12:33 PM
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Comp is actually working with Engine Labs currently on a 11,000RPM LS engine. It will retain a conventional OHV push rod configuration.

Will be interesting to see the results between this combo and the Comp/Engine Labs combo.

There are a few 9,000-10,000RPM LS engines out there currently as well. Most make upwards of 1100hp at the crank. I can't wait to see the data and compare them!
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Old 11-02-2017, 02:32 AM
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This is a great read! absolutely going to follow!
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Old 01-22-2018, 12:23 AM
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This thread tapered off too soon... what happened?

You can't leave us hanging like this...
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Old 02-02-2018, 10:06 PM
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Originally Posted by NSFW View Post
This thread tapered off too soon... what happened?

You can't leave us hanging like this...
this..
great to brainstorm ideas..for sake of adding to the discussion. Does anyone have experience with specialized coating. This kind of rev count it would help to reduce coeff of friction where possible, DLC or coating or slick TD (thermal diffusion) treatment on cam lobes, rocker tips/rollers, valve stems, lifter bodies, wrist pins, pushrod tips, lifter buckets, rocker buckets, hmmm where else?
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Old 02-16-2018, 01:47 PM
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piston top coatings could also help avoid detonation and there are other internal coatings which could help reduce friction
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Old 02-16-2018, 02:05 PM
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Something along the lines of Microblue?
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Old 02-16-2018, 02:36 PM
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had to google Microblue but their coatings sound like they would definitely work. Swaintech, Cerakote, Calico Coatings and more also offer different types of internal engine coatings to reduce friction and reduce temps in the combustion chamber. i think some coatings help shed oil that is on the part as well which could help reduce pumping losses.

crank scraper might be a good idea as well.
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