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Thank AussieDan, we wanted to give forum members a sneak peak first up. We are now onto building the next engines, and the one on the bench right now has a 4" bore, so will be 9 litres!
This is quite the undertaking. Well done to you and your team. I put in my vote for you on the link you provided.
Put a vacuum pump on this thing, that should help a lot. Lots of oil being thrown around in there, too, so maybe crank scraper(s) would help too. Crankcase ventilation and water circulation will both be important to stay on top of. Care to share what the mild cam specs came out to be?
You are spot on David, we really needed more crankcase ventilation once we got it on the dyno! And a Vac pump is a good idea. A 1,000 hp attempt will be made late this year with some aftermarket heads and a bigger cam so we should take your advice then.
The cam in this one is 228 / 238 with 0.589 lift
Stock 5.7 LS1 stoke, rods, porting, valves and pistons.
I'm curious as to why the odd fire engine design rather than a more traditional V12 firing order? This is an intriguing project. I almost wish I had a vehicle it would fit in and the funds to get things moving.
Odd fire is a symptom of the 90 degree bank angle and having 12 cylinders, firing order wouldn't change that unfortunately. Luckily though the inherent primary and secondary balance of a 3 plane crank allow this to work just fine. In fact I think the very first V12 ever made was 90 degrees. While theoretically this is all good, we were not sure till the prototype was running how it would be in the real world.
Yes please! A single plane crank, nine liter V12 LS2, with a LLSR cam and for heads splice together two sets of CNC LS9 heads with the titanium intake, sodium filled exhaust valves. Then put a transmission from a rear engine vehicle on it, and stick it in the bed of an S10 pickup.
Or don't, it's your choice. More importantly, it's your money. This is a very awesome project no matter what. The 4.00" bore on your next V12 does open up a lot of possibilities for heads. Even splicing two sets of LS3 heads together with the hollow stem intake valves is a really good idea for your 9L.
Definitely get the vacuum pump, as that should help a lot. Might want to talk to the folks over at Improved Racing about a crank scraper.
What about changing to a single plane crank since you were doing a custom crank AND a custom firing order anyway?
Good question ss454327, we get that a lot actually.
From the perspective of a flat plane crank v8 being like two inline 4s, what we have here is 2 straight 6s. So the same principle applies, except we need a 3 plane crank. That is because a 4 stroke engine with flat plane crank has 4 possible firing positions per bank, and with 6 cylinders on each bank that would mean firing some at the same time in a V12.
Also a flat plane V12 would give up the benefit of neutral primary and secondary balance (The reason I6 and V12s are so smooth). Yes this engine actually balances better than even a cross plane V8 LS!
And for some good news... Our next project is going to be testing some flat plane crank ideas in the V8 LS. It has been done before, and we have some ideas to minimize impact of the the secondary imbalance that is inherent with a flat plane V8. Why should the Ford and Ferrari guys have all the fun!
Or don't, it's your choice. More importantly, it's your money. This is a very awesome project no matter what. The 4.00" bore on your next V12 does open up a lot of possibilities for heads. Even splicing two sets of LS3 heads together with the hollow stem intake valves is a really good idea for your 9L.
Definitely get the vacuum pump, as that should help a lot. Might want to talk to the folks over at Improved Racing about a crank scraper.
Thanks David, yeah the improvements in the next engine open up lots of possibilities.
V12LS, can I ask what alternator setup that is? And is it using F-body spacing? Looking for something exactly like that with the idler pulley under the alternator.
V12LS, can I ask what alternator setup that is? And is it using F-body spacing? Looking for something exactly like that with the idler pulley under the alternator.
The whole system is from drive junky, it's super short too which is why we like it for the V12 application. Not cheap but top quality.
You do know that some ****** will be ragging on you because the primaries aren't equal length!?
You're doing great. Looks like you are exploring different uses for your creation. That will be a big asset when it hits the market.
I wish I could say I'll get one but alas, I'm just a penniless pensioner.
You do know that some ****** will be ragging on you because the primaries aren't equal length!?
Yes, good point we have more internet haters than Taylor Swift for some reason!
We are not overly concerned with tuned length headers for this car, it is a cruiser and show vehicle and this particular engine already made more than the Camaro will be able to to to the ground. We actually hope it does not make too much over the 717hp with the ITBs and big exhaust as we are fast approaching the limits of the trans, cooling and fuel system.
All that said, there is a more powerful LS12 build in the works to really push the limits of the stock donor block construction. We expect tuned length headers to make more of a difference on that one.
I hope someone swaps one of these into a cheaper roller, e.g. a corniche or a once-v12 jag for maximum butt hurt.
Keep up the awesome work! My dream LS is a 420-500~ cube NA build but I guess this can be the new dream build when I get there...
08-16-2016, 07:51 PM
