L92 Stroker for K5 build.
05-20-2021, 06:54 AM
#1
L92 Stroker for K5 build. I am about to start assembly on this engine build. Application is for a K5 Blazer built for street/desert/trail.
40” tires
5.13 gears, 6 speed manual truck transmission (ZF6)
assume stock other than description below. Looking for guesses and input
416 CID N/A
using an eagle rotating assembly
stock 823 heads.
I don’t have the engine assembled yet, so out of the hole figures and gasket thickness TBD. Final comp target around 10.5:1
valve train
stock valves with valve job.
Cam motion spring kit
LS premium .660 polished dual spring with steel retainers
cam motion custom grind
230/242
115+4
.621/.604
LS3 intake, 92mm TB injectors are TBD, but obviously sized to accommodate engine demand. Fuel pump also TBD, and again sized for demand. Currently considering a 340LPH in tank unit.
Exhaust
custom built equal length rotary fire 8 into 1 header.
36” primaries 1 7/8
this terminates into a single 4” collector and then continues as a 4” exhaust through a straight through 21” muffler build by stainless headers.
40” tires
5.13 gears, 6 speed manual truck transmission (ZF6)
assume stock other than description below. Looking for guesses and input
416 CID N/A
using an eagle rotating assembly
- Eagle 4140 forged steel crankshaft, 4.000 stroke
- SRP Professional series pistons
- Performance series 1.2mm 1.2mm 2.5mm ring package
- Performance H series rod and main bearings
- Rotating kit has been Internal balanced
- Compression Ratio with 64cc 11.2:1
- Compression Ratio with 66cc 11.0:1
- Compression Ratio with 72cc 10.3:1
stock 823 heads.
I don’t have the engine assembled yet, so out of the hole figures and gasket thickness TBD. Final comp target around 10.5:1
valve train
stock valves with valve job.
Cam motion spring kit
LS premium .660 polished dual spring with steel retainers
cam motion custom grind
230/242
115+4
.621/.604
LS3 intake, 92mm TB injectors are TBD, but obviously sized to accommodate engine demand. Fuel pump also TBD, and again sized for demand. Currently considering a 340LPH in tank unit.
Exhaust
custom built equal length rotary fire 8 into 1 header.
36” primaries 1 7/8
this terminates into a single 4” collector and then continues as a 4” exhaust through a straight through 21” muffler build by stainless headers.
Last edited by Skyguy9000; 05-20-2021 at 07:02 AM.
05-20-2021, 09:42 AM
#2
TECH Senior Member
Good luck packaging an 8 into1 header within the confines of a K5 Blazer.
For your application and anticipated power level, it sounds a bit extravagant .
For your application and anticipated power level, it sounds a bit extravagant .
05-20-2021, 08:12 PM
#4
That job is already done. It's totally over the top, but I like building elements into my projects that are out of reach from the guys that buy bolts ons.
Last edited by Skyguy9000; 05-20-2021 at 09:43 PM.
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G Atsma (05-20-2021)
05-21-2021, 10:54 AM
#5
Might want to look at this post
https://ls1tech.com/forums/dynamomet...-projects.html
In comparison, you'll have a point less compression than that 625 HP road race, and a lot less cam. I was thinking 600-625 for you at the crank. But a lot less low end than that build. Note that for racing/broad torque band (especially with a manual trans), a lot of people like cathedral ports, which usually are superior below around 4000 rpm, especially since you have untouched LS3s.
Most of the time, people either can't use all their off-the-line torque anyway (say, a vette or normal lightweight car) or they have an automatic with a proper converter and don't spend any time below 3000 rpm when it matters. Your case you will want all the low end and you will actually have the traction to use it.
https://ls1tech.com/forums/dynamomet...-projects.html
In comparison, you'll have a point less compression than that 625 HP road race, and a lot less cam. I was thinking 600-625 for you at the crank. But a lot less low end than that build. Note that for racing/broad torque band (especially with a manual trans), a lot of people like cathedral ports, which usually are superior below around 4000 rpm, especially since you have untouched LS3s.
Most of the time, people either can't use all their off-the-line torque anyway (say, a vette or normal lightweight car) or they have an automatic with a proper converter and don't spend any time below 3000 rpm when it matters. Your case you will want all the low end and you will actually have the traction to use it.
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Skyguy9000 (05-21-2021)
05-21-2021, 05:56 PM
#6
Interesting read. I'd be thrilled if this combo made more than 600HP. But, I would think I think it's going to be quite a bit less than the road race engine spelled covered in the thread. I have a lot less compression and the cam specs are milder, stock heads and intake would spread the gap further.