Jakson

iTrader: (50)

Thought I would post this up to show some results with the TFS 255s on a small engine. This is the new setup for this year, made 622hp/445tq at the crank, peaking power at 7600. Not a torque monster by any means with the big heads, short runners, and small cubes, but the curve is great, 415 lb ft+ from 4000-7700. Should feel way stronger than last years setup. Plus boost of course, I will be shooting for 1250rwhp on 23-25psi.

Last year it was 9.5:1 with stock LS3 heads and intake manifold, and made 500hp/435tq crank. It did 995hp/800tq on 16psi with a PT8847. This year it will have twin billet 6468's, should be a fun and efficient combo! All of these numbers are on E85 by the way.

Here's the specs of the new build:

333ci 12.5:1 Compression
6.0 Block 4.030"
4.8 Crank 3.268"
Callies Compstar 6.300" H beams
Wiseco 12cc Domed pistons
TFS 255 GenX LS3 heads with REV Hollow stem intake, Inconel ex valves
TPIS short runner sheetmetal intake, with 90mm TB
Morel 5274 Linkbar lifters
7.700" 3/8" .135 wall pushrods
Stock LS3 rockers with Comp Trunions
Custom Comp cam I spec'd; 233/237 .664"/.640" 112+2
Cometic MLX headgaskets
ARP CA625+ headstuds






*UPDATE*

Finally got it running and dynoed with the twins on it. It made 1070RWHP at 20psi with 17.5° of timing. It has a fuel pressure issue up top, one of the three pumps may be going out, or its a fuel pick up issue. I have to get that sorted out, and also get the larger 50mm wastegates installed. Twin Turbosmart 40's are not enough to control it, on this dyno run, the boost starts at 17 and creeps upto 20 by the end of the pull. So once those two issues are taken care of, I will get back to turning it up!

Other than that it runs great! The compression bump over the last setup is definitely noticeable out of boost, it drives like stock down low and gets in to boost pretty smoothly by 4500, and pulls hard to 8400.

hrcslam

Bad ***! Where's the graph?

I've always wanted to do one of these in a Gen 3 (1989-1992) with a T56 and an IRS. Would make an awesome road course car. Someday. Keep the updates coming.

Rise of the Phoenix

iTrader: (27)

So it's going to be that high of compression with twin turbos?

(SS)

iTrader: (1)

sub'd for more updates

HioSSilver

iTrader: (8)

Sick build!

427zm

iTrader: (9)

Love Jakson's builds! Good stuff!

Kingc8r

iTrader: (21)

Badass build, we need moAr!!!!

Always2Slow

iTrader: (8)

C16 or some other crazy gas does wonders. Race car stuff.

Jimbo1367

I am guessing its because he is running E85

Mike@Diablosport

iTrader: (2)

Wow. Well done man. E85 is awesome. Can't wait to see this thing gulping boost at 7500RPM!

Blackpanther99

iTrader: (8)

Impressive! With e85 it should make wonders!

Rise of the Phoenix

iTrader: (27)

So I would be fine running e85 on an 11.5:1 compression 5.7 with a D1SC blower?

Spectre86

iTrader: (42)

wow. wicked setup for sure. that motor sounded mean at 8000 rpms

WAS317

Signed up just so follow this. I've been thinking about doing something similar a lot lately.

TrentSS

For those that missed it...GM HT did a nice article on Jakson and his endeavors a month or two ago. Can't wait to see what the upgrades will bring. Congrats Jakson!

AnotherWs6

iTrader: (17)

Yeah, I saw that. Motor in car with boost grenaded third gear.

Sales@Tick

iTrader: (3)

Love the lobe choice Jakson. I use those lobes a lot and it seems that no one else does.

Great power at 1.86 per cube!

How much area does that manifold have at the runner entry?

slowride

iTrader: (3)

Do you have a graph of the curve? Any past stuff on the same dyno with the stock intake? Sounds GOOD!

badformulaLS1

iTrader: (1)

Is it possible to do something similar and make similar power with an LS1?

Sales@Tick

iTrader: (3)

Yes you could, but having the bore area Jakson does in his motor makes it much easier. To make big numbers N/A you need valve area. To get more valve area you need more bore area. You don't want a shrouded intake valve so the larger you can make the bore the better. The bigger the bore the bigger the intake valve can become. There is only so much you can do with a certain size intake valve, and thus why adding more bore area helps substantially.

To make numbers like this you have to turn it. Torque has to sustain far enough into the RPM range to put up these kinds of numbers.

Induction length has to be shorter than what an OEM set-up would have, you need a lot more area in the cylinder head, more area in the intake manifold runner, and port shape is critical at higher RPM's. Jakson's intake was most likely designed with all of this in mind. Unless they just had it sitting around. Giving the engine enough area at the runner entry of the intake manifold and exit is very important in making these kinds of numbers. As is the length of the intake runner. Plenum area is also very important for power production and engine acceleration.

You will also need more curtain area than a lower RPM combination. That means lift the valve further. The valve is the largest restriction in the intake and exhaust port. The further it is lifted and the more curtain area obtained the more power potential available at higher RPM due to a decreased amount of restriction.

These are just a few things needed to do what Jakson did.