Well I've never done an emgine build or any sort of fi, so i am faily new to this. I've put heads and intake manifolds on a few cars but nothing really more than that so i will need as much help as possible with this. I'm also not starting this build until sometime at the beginning of the summer or sometime during it. My goal is to have a 700 rwhp DD and if i want then turn it up to somewhere close to 950 rwhp if i wanted.

Here's what I have in mind:
If i go 347, i will get a Iron 5.3 and bore it to a 5.7
Tsp 347 rotating assembly ( factory crank, tsp 6.125" H-beam w/ ARP 2000 bolts, Wiseco 3.903" -3.2cc flat-top, Clevite Main and Rod Bearings, Upgraded HD Tool Steel for Wiseco, and Balanced by tsp)
PRC Stg. 2.5 LS6 Heads and Cam Package from tsp (Factory LS6 Valve Spring, 224R cam w/ 112 LSA, 7.400" pushrods, Cloyes Race Billet Single-Roller Z06 Chain, tsp ported oil pump)

If I went 370, I would get tsp 370 LQ9 Short-Block (Wiseco 4.03" -3.2cc Flat-Top, tsp 6.125" H-Beam/ ARP 2000 Bolts, Factory Crank, ARP Main Stud kit
PRC Stg. 2.5 LQ9/ 6.0L Heads and Cam Package from tsp (Factory LS6 Valve springs, 224R cam w/ 112 LSA, 7.400" pushrods, Cloyes Race Billet Single-Roller Z06 single chain, tsp ported oil pump)

Fast 102 Intake Manifold
Fast 102 Throttle Body
Fast Fuel Rails and Lines
Umi Upper and Lower A-Arms
Umi Tubular K-member
Umi Sway Bars
QA1 Single Adjustable Front and Rear Shock Package w/ Front Springs
Magnaflow Cat-Back Exhaust (haven't decided if i want single tips or dual tips)
Either Moser 12 or Moser 9"

Now about the twin setup. I plan on running twin PT6766 CEA with an "H" compressor. I don't know what A/R, injectors, bov, nor waste gate to run. I plan on running Treadstone TRTTC9 Twin Turbo Intercooler thats rated to 1300 HP to be on the safe side.

Afer all the threads I've been reading, that is the list i came up with. I am willing to change anything on this list, so please give all of your opinions and ideas to help me. I plan to start buying items very close to the beginning of the summer so i have until then to change anything.

 

I'd run the larger bore so you can run a bigger intake valve.... get some stock LS3 heads/intake with dual springs. They will outflow the ported 317 heads all day long.

You would save over $2000 with the running LS3 intake/heads vs. the FAST parts and ported heads which really aren't needed at your power goals.

A properly sized single turbo would meet your needs as well without much lag.

 

Would the ls3 intake really outflow the FAST?

 

Are you really dead-set on boring out the 5.3?

 

The LS3 will not outflow the FAST. The difference between the two is minimal at best when used in a F/I setup. Not to mention the FAST has been known to crack under a decent amount of boost. Big singles are cool and work well but IMO twins are way cooler and do the job a lot better.

My vote goes for a 370ci LS3 intake TT/L92 setup.. Relatively cost effective and proven. That's what I'm building anyways.

 

Most of the fastest stock-block setups are on big singles. Not to mention they keep the cost down.

 

Because the guys who boost stock blocks don't want to spend the extra cash on twins.. Stock block + single turbo = cheap not best results.

Maybe it's just me but I wouldn't want to sit in traffic with a 88mm LS1 everyday.



It's all about how much cash you want to spend

 

There are singles rated at more than 2000 HP. Either single or twins will meet your goals, its up to the owner to decide which route he wants to go. Really can't go wrong either way. Most people could sit and argue the differences and pros/cons of either all day. No point in doing that here. Don't want a crossover? Go twins. Don't want to buy/plumb 2 turbos? Go single.

A single will spool just fine with a proper cam and converter. I've seen a billet 76 hit 18+ PSI on a transbrake at 3000 RPM and start building boost as fast as the pedal can be mashed down from a stop. The same can be said for twins.

Just do it right, and you won't regret either.

 

True, im just biased

 

No, I just have been reading around on here and quite a lot of people are using iron blocks because aluminum is good for boost. I'm not against any engine. Why what block did you gave in mind?

 

I am basically dead set because I don't want 1 huge single turbo sitting right in front of the engine nor do I like it on one side. I just don't like the look of it, nothing against it at all. Don't get me wrong I've seen a few on here that look beautiful but just not my preference. Roughly how much is your L92 going to cost you? How much would a pair of ls3 heads and intake cost?

 

I got a good deal on my setup. I payed $1000 shipped for a set of L92 heads with aftermarket springs and a LS3 intake. The block can range.. Im having HKE build my short block

 

On a rough estimate, approximately how much $ would I save if i went with L92 heads w/ ls3 intake over 317's/ ls6 intake and how much of a power difference is between the two

 

L92 heads have heavy valves.... try to get some LS3's.
Dual springs as cheap as $220
http://www.briantooleyracing.com/660...s-sk001-s.html

Corvetteforum.com and on here you can find LS3 complete heads for around $500-700. LS3 bare intake is around $200.
Billet rails from Holley or similar are under $150.
Then you need injectors and 90mm TB. DBW or cable TB is around $300-350.
LS3/L92 heads flow around 310cfm intake

317 heads sell for $200-300
LS6 intake used going rate is $300-350
then a TB with sensors is around $100 or less
billet rails $150 and then injectors
317 heads flow around 240cfm intake

So the stock LS3/L92 heads flow nearly 25% better on the intake....
the cost difference is a few hundred bucks. Remember you need LS3/L92 rocker arms and stands which are a couple hundred.

25% more flow definitely will mean more power at lower boost.

 

The 5.3 blocks have cylinder liners that are incredibly thick. Makes them incredibly strong. So strong that the aluminum blocks like the L33 handle boost just as well as some of the irons blocks with thinner cylinder walls.

When it comes to boost, smaller displacements are usually able to squeeze more from turbo setups than larger engines. There really isn't a need to bore/stroke the engine like there is N/A.

 

Well would it be cheaper to go with a set of 317 heads and ls6 intake and then get them ported? I mean I'm not stuck going one or the other way. Just which ever way would be cheaper so i can still get them ported.

I would bore the 5.3 to a 5.7 if i got it. I dont plan on boring out the LQ unless i decide to go 408 way later down the road. But im open to options so i will look more into the L33 blocks cause i don't know much about it.

 

Facepalm

 

What is higher HP levels ? 2k+?

Have you ever even had a turbo v8 of any sort or just talking to talk?

 

Either will work fine I've had both. My corvette is a stock 347 with two 62/66 turbonetics . And it's a daily driver. I've also had a trans am with a 383 and single turbo that was very reliable and was daily driven . It made 747rwhp on 14 psi . Twins or single or cubic inch to me that doesn't have to do with drivability either one 347 or 370 will meet your goals as long as its thought out and setup right.

 

Yeah yeah I know.. up until a certain HP range a single is more than capable. In the end though twins will dominate at higher HP levels and is defiantly a better plan for a DD. Somewhat irrelevant to this guys plan, yes I know. I just cant understand why, other than cost/space constraints someone would want to build a single turbo setup on a V8. Like I said im biased and hard headed.

Just my .02