Build me a motor for an f1a
#1
On The Tree
Thread Starter
iTrader: (1)
Join Date: Oct 2009
Posts: 164
Likes: 0
Received 0 Likes
on
0 Posts
Build me a motor for an f1a
Lookin to get everything out of my f1a. What size motor an what could it run in say a 3400 lb car kind of would like to go back to an aluminium block. Let's here some thoughts.
#2
TECH Enthusiast
I would do an LS2 block either 364CID or 402CID (4" Crank). In either of those I would do a forged crankshaft to take the added stress of the blower.
So.
LS2 Block
Forged 3.622" or 4" Crankshaft
Callies CompStar 6.125" Rods
Forged 4.005" Pistons and Rings
ARP Main and Head Studs
ACL, Clevite, or King Bearings
So.
LS2 Block
Forged 3.622" or 4" Crankshaft
Callies CompStar 6.125" Rods
Forged 4.005" Pistons and Rings
ARP Main and Head Studs
ACL, Clevite, or King Bearings
Trending Topics
#10
Personally i believe its gets the pressure ratio too low on the wheel... Centri blowers are just like turbos...
Sean Moore just dyno'd his 370/ F1a combo this weekend... and made 790 to the tire on pump gas... through a converter thats prolly a tick loose with it slipping almost 10% on the track... We redid the top end of his motor and a new cam... and made more power on pump gas this time than the car made on race gas with the old combination...
Sean Moore just dyno'd his 370/ F1a combo this weekend... and made 790 to the tire on pump gas... through a converter thats prolly a tick loose with it slipping almost 10% on the track... We redid the top end of his motor and a new cam... and made more power on pump gas this time than the car made on race gas with the old combination...
#11
8 Second Truck Club
iTrader: (32)
Personally i believe its gets the pressure ratio too low on the wheel... Centri blowers are just like turbos...
Sean Moore just dyno'd his 370/ F1a combo this weekend... and made 790 to the tire on pump gas... through a converter thats prolly a tick loose with it slipping almost 10% on the track... We redid the top end of his motor and a new cam... and made more power on pump gas this time than the car made on race gas with the old combination...
Sean Moore just dyno'd his 370/ F1a combo this weekend... and made 790 to the tire on pump gas... through a converter thats prolly a tick loose with it slipping almost 10% on the track... We redid the top end of his motor and a new cam... and made more power on pump gas this time than the car made on race gas with the old combination...
#13
LS1Tech Sponsor
iTrader: (16)
We've made exceptionally good power with LS2's with a 4.0" stroke with F-1A's, it is a very good combination. Bob
__________________
ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
E-mail: brutespeed@gmail.comob@brutespeed.com
https://brutespeed.com/ Link to website
ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
E-mail: brutespeed@gmail.comob@brutespeed.com
https://brutespeed.com/ Link to website
#14
UNDER PRESSURE MOD
iTrader: (19)
Yeah, I'm not sure what he means by the 'pressure too low on the wheel' statement as well.
I have just a street car, and building a new setup and decided to go with a 4.000" crank because of the added torque down low for being a street car and part throttle fun. I know it will run out of steam and not be a dyno killer with the D1SC on it, but having more out of boost torque was appealing to me.
I have just a street car, and building a new setup and decided to go with a 4.000" crank because of the added torque down low for being a street car and part throttle fun. I know it will run out of steam and not be a dyno killer with the D1SC on it, but having more out of boost torque was appealing to me.
#15
On The Tree
Thread Starter
iTrader: (1)
Join Date: Oct 2009
Posts: 164
Likes: 0
Received 0 Likes
on
0 Posts
Bob how do you feel about the f1a on a 416 aluminum block ? I know the iron block is better for boost but I'm trying to save weight just don't see the f1a being to much for that size motor.
#17
Don't expect blower guys to get it lol
It is a centrifugal compressor just like a turbo. It follows the same principles.
A centi doesn't just carry a blanket efficieny accross various mass flow rates and pressure ratios
Just because there isn't a compressor map published doesn't mean their isn't one lol
It is a centrifugal compressor just like a turbo. It follows the same principles.
A centi doesn't just carry a blanket efficieny accross various mass flow rates and pressure ratios
Just because there isn't a compressor map published doesn't mean their isn't one lol
#19
UNDER PRESSURE MOD
iTrader: (19)
Ok, so instead of talking in secret, non-descript terms, why don't you guys actually help some people out and explain what you're talking about.
I get it that the blower needs to match the cubic inches, but isn't that more critical with a turbo where the exhaust gasses are needed to spin it? Too big of a turbo, and it's a turd down low, too small of a turbo, and you create too much backpressure. So how does that translate with a blower that spins at the set rpm determined by gearing and engine rpm, so it produces xxx cfm at a specific rpm?
I get it that by having a 416, it's going to eat up the D1SC and it won't make a lot of boost, but I'd rather make 800rwhp with 10psi of boost than 18psi of boost.
Here's a D1SC on a 572.... seems to make decent power to me. Bet it's fun as hell on the street.
Here is a LS3 based, 414 (probably a 416) with an F1-R that he isn't spinning high, and it made good power.
I understand that with a bigger blower, if you don't spin it fast enough to get into the efficiency range, it won't make power, ie, won't move air efficiently. But does the efficiency of the blower depend on the pressure it sees at the intake? I would think that it would be the opposite, that with a lower pressure, it would be more efficient, and make more overall hp.
So please, share some of the super secret turbo knowledge you have, and make this site live up to it's name and bring some technical discussion in here.
Thank you.
I get it that the blower needs to match the cubic inches, but isn't that more critical with a turbo where the exhaust gasses are needed to spin it? Too big of a turbo, and it's a turd down low, too small of a turbo, and you create too much backpressure. So how does that translate with a blower that spins at the set rpm determined by gearing and engine rpm, so it produces xxx cfm at a specific rpm?
I get it that by having a 416, it's going to eat up the D1SC and it won't make a lot of boost, but I'd rather make 800rwhp with 10psi of boost than 18psi of boost.
Here's a D1SC on a 572.... seems to make decent power to me. Bet it's fun as hell on the street.
Here is a LS3 based, 414 (probably a 416) with an F1-R that he isn't spinning high, and it made good power.
I understand that with a bigger blower, if you don't spin it fast enough to get into the efficiency range, it won't make power, ie, won't move air efficiently. But does the efficiency of the blower depend on the pressure it sees at the intake? I would think that it would be the opposite, that with a lower pressure, it would be more efficient, and make more overall hp.
So please, share some of the super secret turbo knowledge you have, and make this site live up to it's name and bring some technical discussion in here.
Thank you.
Last edited by The Alchemist; 10-29-2014 at 09:18 AM.
#20
Restricted User
Andy Fangman made 1200 hp on a stock bottom end 5.3 with an f1x. He made over 1400 on the same 5.3 with forged internals, stock displacement.
Just throwing that out there.
Just throwing that out there.