Great N/A - Now want boost
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On The Tree
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From: Colorado Springs, CO
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Thread Starter
On The Tree
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From: Colorado Springs, CO
That's what I've been thinking. Plus, since I already have great N/A power, the lag wouldn't feel as dead because I should still have a lot of power before the boost really hits
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Its starting to look like I may have to. Are there any other solutions which would keep the front end weight down a bit? Remember, I was as much cornering ability as I can get, even if I have to sacrifice raw power
If its just for fun and you intent to keep the chassis, worry less about the "front end weight" as you are putting it and put more effort/time into the suspension (if handling is a concern). You can get a heavy vehicle to perform well but it takes time/effort/patience in the suspension parts and seems to cost more than a light weight car, which can often get by reasonable well without effort. Adding a turbo and all that weight that goes with it (or any FI setup) is against the "light chassis" idea, if you arn't going to lighten it up by cutting it up/welding on it, and if being light and cornering is more important you run the aluminum N/A block and keep power minimal (where you are now). You literally said "sacrifice raw power" thats exactly where you are, just add nitrous to taste seasoning/flavor to the capacity of the engine.
Even if just a 50-75 progressive shot and a really cold intake manifold, plenty of chill in there and you will easily max the block capacity while maintaining the existing engine for a little while longer while you decide how you want to spend the next 10 or 20k. If you have that faith in the current engine.
Last edited by kingtal0n; Apr 1, 2016 at 10:06 PM.
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Originally Posted by shadowfirep
Its starting to look like I may have to. Are there any other solutions which would keep the front end weight down a bit? Remember, I was as much cornering ability as I can get, even if I have to sacrifice raw power
Thread Starter
On The Tree
Joined: Dec 2011
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From: Colorado Springs, CO
For what reason? If this is a competition you do whatever it takes i.e. find a lighter chassis or strip yours and seam weld the unibody out of it, tube frame, etc..
If its just for fun and you intent to keep the chassis, worry less about the "front end weight" as you are putting it and put more effort/time into the suspension. You can get a heavy vehicle to perform well but it takes more time/effort/patience in the suspension parts. Adding a turbo and all that weight that goes with it (or any FI setup) is against the "light chassis" idea, if you arn't going to lighten it up by cutting it up/welding on it, and if being light and cornering is more important you run the aluminum N/A block and keep power minimal (where you are now). You literally said "sacrifice raw power" thats exactly where you are, just add nitrous to taste seasoning/flavor to the capacity of the engine.
If its just for fun and you intent to keep the chassis, worry less about the "front end weight" as you are putting it and put more effort/time into the suspension. You can get a heavy vehicle to perform well but it takes more time/effort/patience in the suspension parts. Adding a turbo and all that weight that goes with it (or any FI setup) is against the "light chassis" idea, if you arn't going to lighten it up by cutting it up/welding on it, and if being light and cornering is more important you run the aluminum N/A block and keep power minimal (where you are now). You literally said "sacrifice raw power" thats exactly where you are, just add nitrous to taste seasoning/flavor to the capacity of the engine.
As for using an L33, would those sleeves still handle boost if bored to 3.904 so I can re-use my current rotating assembly?
Just buy pistons it's only like 700 from ljms built for boost 5.3 pistons. That would be my ideal setup. Stock with be fine but I would go with.
L33 block
Forged pistons and rods
Stock crank
243 heads.
L33 block
Forged pistons and rods
Stock crank
243 heads.
Thread Starter
On The Tree
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From: Colorado Springs, CO
Forgive my lack of knowledge, but will my crank and rods need to be changed with an L33? I'd really love to re-use everything I can
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Why not stay n/a and do a bigger cubic inch aluminum setup? No matter what forced induction you go with, there will be a considerable amount of weight added to the front end of an already front heavy car. A lot of pro touring guys stay n/a for this reason as well as heat issues. It takes a lot of work to properly cool a forced induction car for use like that. Most in that community stay all motor and go with a well built engine combo or they go positive displacement blower and spend tons of time and money to sort the combo out. They never go turbo or centrifugal blower.
See this thread for a small bit of help:
http://www.lateral-g.net/forums/show...t=52628&page=2
See this thread for a small bit of help:
http://www.lateral-g.net/forums/show...t=52628&page=2
Thread Starter
On The Tree
Joined: Dec 2011
Posts: 118
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From: Colorado Springs, CO
Why not stay n/a and do a bigger cubic inch aluminum setup? No matter what forced induction you go with, there will be a considerable amount of weight added to the front end of an already front heavy car. A lot of pro touring guys stay n/a for this reason as well as heat issues. It takes a lot of work to properly cool a forced induction car for use like that. Most in that community stay all motor and go with a well built engine combo or they go positive displacement blower and spend tons of time and money to sort the combo out. They never go turbo or centrifugal blower.
See this thread for a small bit of help:
http://www.lateral-g.net/forums/show...t=52628&page=2
See this thread for a small bit of help:
http://www.lateral-g.net/forums/show...t=52628&page=2
Thread Starter
On The Tree
Joined: Dec 2011
Posts: 118
Likes: 0
From: Colorado Springs, CO
so I went a spoke with a very reputable turbo shop in town. I spoke with their main domestic car guy and he was saying he has put turbos on 30+ LS1's and hasn't heard of any of them blowing at the block yet. Is cracking the cylinder sleeves something that CAN happen with extended high RPM usage? Or is it something that almost always WILL happen? These mixed messages are killing me lol
Also, is there any problem going FI with the FAST LSXr intake?
Also, is there any problem going FI with the FAST LSXr intake?
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Joined: Mar 2014
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From: Ohio
so I went a spoke with a very reputable turbo shop in town. I spoke with their main domestic car guy and he was saying he has put turbos on 30+ LS1's and hasn't heard of any of them blowing at the block yet. Is cracking the cylinder sleeves something that CAN happen with extended high RPM usage? Or is it something that almost always WILL happen? These mixed messages are killing me lol
Also, is there any problem going FI with the FAST LSXr intake?
Also, is there any problem going FI with the FAST LSXr intake?
The 5.3 aluminum blocks seem to be able to take a real beating. There are lots of them out there pushing 1000 whp. If you want to stay aluminum, they are your best bet.
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Joined: Jul 2013
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From: Portland, Oregon
You could get an aluminum 5.3 block and reuse everything you have now, with the exception of your pistons. You would need new pistons and to have you rotating assembly balanced again. Your heads and cam and, well, everything, would work just fine.
You would want to use the 5.3's smaller bore to maintain the thicker cylinder sleeves. If you bore out the 5.3 sleeves to 3.9", then you are right back where you started with thin *** sleeves. Keeping it small bore gives you more "meat" around the cylinder for strength.
Or, just retune your spring and bar package to use an iron block. The weight can be compensated for when tuning the suspension.
You would want to use the 5.3's smaller bore to maintain the thicker cylinder sleeves. If you bore out the 5.3 sleeves to 3.9", then you are right back where you started with thin *** sleeves. Keeping it small bore gives you more "meat" around the cylinder for strength.
Or, just retune your spring and bar package to use an iron block. The weight can be compensated for when tuning the suspension.