Displacement for a Ti
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Launching!
Joined: Sep 2008
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From: Dayton, OH
Displacement for a Ti I sent a Gev IV aluminum block to RED to be sleeved. This gives me a choice of displacement for the build.
Assuming the other components of the engine, rotating assembly, heads, studs, cam, valve train, etc. are able to support everything the supercharger can throw at it the only limitations are the maximum displacement of a Darton sleeved LS block for boost and the smallest supercharger pulley you can run with an 8 rib secondary drive and a 10% OB crank pulley.
Is there a ‘best’ displacement or range of displacements to match up with a V2 Ti supercharger? Define best however you think it should be defined. It may be helpful to give details of your definition of ‘best’.
Assuming the other components of the engine, rotating assembly, heads, studs, cam, valve train, etc. are able to support everything the supercharger can throw at it the only limitations are the maximum displacement of a Darton sleeved LS block for boost and the smallest supercharger pulley you can run with an 8 rib secondary drive and a 10% OB crank pulley.
Is there a ‘best’ displacement or range of displacements to match up with a V2 Ti supercharger? Define best however you think it should be defined. It may be helpful to give details of your definition of ‘best’.
Last edited by SteveJewels; Jan 4, 2021 at 04:40 AM.
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Joined: Jul 2013
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From: Portland, Oregon
388ci, 4.125" bore, 3.622" stroke... lots of potential, still has room to grow, can be spun as high as one may desire, lots of options for good heads... naturally aspirated it can easily make half the advertised output of the blower, so a halfway well thought out combination should reach the blower's potential relatively easily.
I sent a Gev IV aluminum block to RED to be sleeved. This gives me a choice of displacement for the build.
Assuming the other components of the engine, rotating assembly, heads, studs, cam, valve train, etc.are able to support everything the supercharger can throw at it. The only limitations are the maximum displacement of a sleeved LS block for boost and the smallest supercharger pulley you can run with an 8 rib secondary drive and a 10% OB crank pulley.
Is there a ‘best’ displacement or range of displacements to match up with a V2 Ti supercharger? Define best however you think it should be defined. It may be helpful to give details of your definition of ‘best’.
Assuming the other components of the engine, rotating assembly, heads, studs, cam, valve train, etc.are able to support everything the supercharger can throw at it. The only limitations are the maximum displacement of a sleeved LS block for boost and the smallest supercharger pulley you can run with an 8 rib secondary drive and a 10% OB crank pulley.
Is there a ‘best’ displacement or range of displacements to match up with a V2 Ti supercharger? Define best however you think it should be defined. It may be helpful to give details of your definition of ‘best’.
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From: Norn Iron
I sent a Gev IV aluminum block to RED to be sleeved. This gives me a choice of displacement for the build.
Assuming the other components of the engine, rotating assembly, heads, studs, cam, valve train, etc.are able to support everything the supercharger can throw at it. The only limitations are the maximum displacement of a sleeved LS block for boost and the smallest supercharger pulley you can run with an 8 rib secondary drive and a 10% OB crank pulley.
Is there a ‘best’ displacement or range of displacements to match up with a V2 Ti supercharger? Define best however you think it should be defined. It may be helpful to give details of your definition of ‘best’.
Assuming the other components of the engine, rotating assembly, heads, studs, cam, valve train, etc.are able to support everything the supercharger can throw at it. The only limitations are the maximum displacement of a sleeved LS block for boost and the smallest supercharger pulley you can run with an 8 rib secondary drive and a 10% OB crank pulley.
Is there a ‘best’ displacement or range of displacements to match up with a V2 Ti supercharger? Define best however you think it should be defined. It may be helpful to give details of your definition of ‘best’.
A larger motor with more torque etc off boost can always feel nicer to drive. Ultimately it's not a huge blower though, so you probably don't want the likes of a 427.
Cam, valve springs, trunion upgrade, arp rod bolts, arp head studs, gapped rings, filled block, 100 percent methanol, etc.
Truly an amazing accomplishment especially ten years ago, but it’s not like he pulled it from the junk yard untouched and made 1200 crank hp either.
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Thread Starter
Launching!
Joined: Sep 2008
Posts: 222
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From: Dayton, OH
Thanks for the info and great recommendations.
The goal is to fully utilize the capabilities of the Ti. Actually a "Ti +" as it will have ceramic bearings and a 7075 improved billet impeller so I can spin it to 62k RPM.
Most people either have a WHP goal or size the supercharger to the existing engine displacement. Since I can choose the displacement I am looking to best match it to the supercharger.
I should add it has completely built drivetrain from the flex plate to the half shafts to handle 1,000 WHP and converting it to flex fuel so neither of them should be a problem.
The goal is to fully utilize the capabilities of the Ti. Actually a "Ti +" as it will have ceramic bearings and a 7075 improved billet impeller so I can spin it to 62k RPM.
Most people either have a WHP goal or size the supercharger to the existing engine displacement. Since I can choose the displacement I am looking to best match it to the supercharger.
I should add it has completely built drivetrain from the flex plate to the half shafts to handle 1,000 WHP and converting it to flex fuel so neither of them should be a problem.
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From: Norn Iron
To fully utilise the blower, you'd need to investigate the compressor map. Although I can imagine, even a 388 would be on the large side to really optimise it.
But there are probably more positives overall from a 388 for a road car, than running a smaller motor.
But there are probably more positives overall from a 388 for a road car, than running a smaller motor.
Thread Starter
Launching!
Joined: Sep 2008
Posts: 222
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From: Dayton, OH
Interesting statement. 3.622 X 4.100. Why do you recommend that combination or displacement, which ever you are choosing? In what way is it the optimum displacement for a Ti+ blower?
Last edited by SteveJewels; Jan 4, 2021 at 08:00 PM.
Things his “stock long block” may have included...
Cam, valve springs, trunion upgrade, arp rod bolts, arp head studs, gapped rings, filled block, 100 percent methanol, etc.
Truly an amazing accomplishment especially ten years ago, but it’s not like he pulled it from the junk yard untouched and made 1200 crank hp either.
Cam, valve springs, trunion upgrade, arp rod bolts, arp head studs, gapped rings, filled block, 100 percent methanol, etc.
Truly an amazing accomplishment especially ten years ago, but it’s not like he pulled it from the junk yard untouched and made 1200 crank hp either.
If you make the effort with a filled block and methanol you can get a good bit more.
Trunion upgrades and rod bolts are a joke. Stock trunions and rod bolts have seen 8000 without issue.
I was gonna say thats a hell of an engine for only 900hp... 1200 crank from gen 4 stuff aint too hard as Ive done 1000-1050whp multiple times.
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From: Portland, Oregon
3.622 X 4.125 with untouched LS3 heads/intake is capable of maxing out that blower with room to grow... the bore allows the heads to breath, even when you get them ported with larger valves... crank allows room to increase stroke if you want, but for now the journal overlap is stronger (if we must have a reason)... like I said, the heads can be ported, intake can be likewise ported or replaced...
1200 crank only takes cam, valvesprings, headgaskets, head bolts, and e85 from the pump. Sometimes I go overboard and power wash the mud off the block.
If you make the effort with a filled block and methanol you can get a good bit more.
Trunion upgrades and rod bolts are a joke. Stock trunions and rod bolts have seen 8000 without issue.
I was gonna say thats a hell of an engine for only 900hp... 1200 crank from gen 4 stuff aint too hard as Ive done 1000-1050whp multiple times.
If you make the effort with a filled block and methanol you can get a good bit more.
Trunion upgrades and rod bolts are a joke. Stock trunions and rod bolts have seen 8000 without issue.
I was gonna say thats a hell of an engine for only 900hp... 1200 crank from gen 4 stuff aint too hard as Ive done 1000-1050whp multiple times.
Last edited by BCNUL8R; Jan 5, 2021 at 04:03 AM.
I personally don't care what you go with. I only stated what I would do if I had a sleeved block. I prefer all bore and stock stroke because bore helps with flow and the short stroke allows more "meat" in the ringland area. A 388 is a stout combo the mains and block flex are probably the weakness at that point. I went with an ls3 block for my 377 which is basically the closest thing I could get to a 388 for way less money. Boost doesn't really care about cubic inches so I don't feel there is an optimum displacement for the little blower. Anything from a 5.3 to a 427 would work fine it would just move the curves around and probably make the same peak power although boost levels would vary depending upon the efficiency of the motor. Your blower will be out of breath on anything over a 388 I would guess. The large bore of the 388 will allow you to run any heads you want and allow them to flow to their potential, but great heads aren't really needed for the amount of power that blower is capable of. I still have 241 heads on my motor LOL. You could make 900 wheel with that blower with 8 pounds of boost or 17 pounds of boost just depends upon the efficiency of the engine and where you want the curves to be.
Only stating what he did a decade ago and documented it as he was going. I made no other claims otherwise. Keep in mind this was with a centri a decade ago before everyone and their brother was doing it. I've also learned no matter what I post on here someone has made more powerful builds every day LOL. It's the internet ALL SBE make over 1000 rwhp and never break LOL. It's like casino goers you never hear from them when they are losing only when they are winning. One day you are preaching how people should build efficient motors to make the power with the lowest boost number possible and the next you are saying all you need is a sbe run through a power washer. LOL.
Ohh someone always has more power, I dont even try to get into that pissing match. A decade ago was only 2011, plenty of us were doing the same thing back then. I usually get 18 months or so out of beating the crap out of a SBE 5.3, is that worth it to some people, perhaps. Is spending a ton of money for peace of mind worth it to others, sure. Who says you can't have more than one vehicle or engine?
I am cranky today though. Been dealing with the fact my hr department is incompetent so my family hasn’t been insured. When I got married and changed my insurance they all kept passing the buck and lost my info instead of entering it so we’ve been uninsured.