Final #'s 1560hp 1186ft lbs
oh, yeah thats what I figured, I was just saying that if someone wanted to see a girdle, that was he best place that I ould think of.
I was suprised, cause that what the 2-bolt main 5.0 guys have been using for years, and now we are. that is going to hold the engine together very well.
ed
I was suprised, cause that what the 2-bolt main 5.0 guys have been using for years, and now we are. that is going to hold the engine together very well.
ed
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Originally Posted by 427
The girdle on this engine was designed and built by W2W powertrain. It is not the one that is on e-bay for sale. (that one looks good though) Our girdle goes across the main caps and under the oil pan to tie in the lower skirt of the block. It required studs that are longer for the mains.(ARP made these for me) Also the oil pan gets spaced down about 1/2 inch. This would be something you would only use on a extreme application.
Kurt
Kurt
He said "That is OK and better than nothing but ideally It should be thicker and also wider so you can tie it into the LS1 pan rail... We have a deep skirt and a structural oil pan... Lets make use of it. You should also machine the pan rail, girdle rail and your structural oil pan for dowels. They will run from the block rail thru the girdle and into the cast pan. The dowels will transfer the lateral and longitudinal load thru the parts. I'd also run two dowels on the backside of the each main caps thru the girdle this is to transfer the lateral and longitudinal forces to the girdle and get that load off the studs... Since it would be such a structural component at that point I'd treat the pan and girdle system like a deck plate.... In place during honing and torqued the same so we know its going to be true once assembled"
Last edited by V8_DSM_V8again; Jul 24, 2004 at 04:01 PM.
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Originally Posted by 427
Final peak tq was 1186@6500 24.6 psi
peak hp was 1560@7000 23.4 psi
Kurt
peak hp was 1560@7000 23.4 psi
Kurt
But my practical side asks, why work so hard to make that power level from a 406 cid, when my 622 bbc can make as much power effortlessly, lap after lap, and require much less maintanance. I freshen my 622 every 125 runs.
Ask Kurt how often or how many runs down the track can he make with such a motor before he has to freshen it. 10, maybe 20 races?
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Several years ago when Job jr was racing, he had a 327 with a 100mm turbo, he ran a whole season on that motor, running low 8's,high 7's. Granted this is a Ford, but I think the same could be done with an LS1 motor. The 6.0l block is stout. It weighs the same, if not more than my 302 SVO block. It has some BEEF somewhere in it!
here a lil makeshift graph i threw together. Kurt do you have data for any lower than this so we could get an idea of the curve as it spools. Also do u have a pictures of the header arrangement and possitioning of the turbo?
thanks
thanks
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Originally Posted by turbo'd stang
Several years ago when Job jr was racing, he had a 327 with a 100mm turbo, he ran a whole season on that motor, running low 8's,high 7's. Granted this is a Ford, but I think the same could be done with an LS1 motor. The 6.0l block is stout. It weighs the same, if not more than my 302 SVO block. It has some BEEF somewhere in it!
The 327 has some advantages with the short stroke.... There is lower piston speeds and acceleration/decceleration rates as well as less friction and wear from sideloading... More Dwell at TDC and BDC etc.. Now that I once again got on a
about shorter stroke engines look at this completely different engine that gets the crap run out of it.http://www.gm.com/company/gm_exp_liv...1/GM_Rice.html
But the block, with minor modifications, was capable, and we've probably been running 7 liters now for a long time in 24-hour with no significant internal distress caused by going to the 7-liter engine.
I can't see why the W2W would need refreshing any more often than a big block. Maybe more often than a shortstroke big block....
Now consider a LS1 with a billet center counter weight crank at 3.25" or so with the girdle, Long H beams, calico coated clevites, coated skirt pistons, inconnel exhuast valves... yadda yadda... Basically the good stuff machined and assembled correctly.. Then factor in a dry sump or a wet sump with a vaccum pump.... Those rings and pistons will wear slowly as compaired to a long stroke motor from less friction in addition to staying very fresh and maintaining that seal from the crankcase vaccum.... That would last like the energizer bunny.
Originally Posted by stealth
Assuming a 18% drive train loss, it would take 1650 hp or 1400 rwhp for a 3600 lb. 4th gen. tank, like mine, to run 7.99.
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9 Second Club
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From: Lake Orion, MI
Originally Posted by TApimp
is there a website that has the calculations to figure that out??
http://www.gofastzone.com/carmath/default.asp
Nice work Kurt.
Rick
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From: Clayton, North Carolina
Todd,
One of the requirements of this engine was it had to be built and running inside 10 weeks, the only way I could do this was to use the whole top end and valvetrain from my personal engine. That was also my turbo, waste gate, intercooler and cast iron Corvette manifolds(no headers). They did let me work the waste gate!!! If only I could have run 8000 rpm..... The dyno was steaming the water out of the brake at about 68-7200 rpm. The new dyno is here but still in the box.
Kurt
One of the requirements of this engine was it had to be built and running inside 10 weeks, the only way I could do this was to use the whole top end and valvetrain from my personal engine. That was also my turbo, waste gate, intercooler and cast iron Corvette manifolds(no headers). They did let me work the waste gate!!! If only I could have run 8000 rpm..... The dyno was steaming the water out of the brake at about 68-7200 rpm. The new dyno is here but still in the box.
Kurt
Originally Posted by Reckless
W2W is actually in Warren, bu Kurt lives in Wolverine Lake. Can't get over those numbers Kurt. Guess you know what to build for your car now 
And sacrificing your own personal parts 
Kurt UrbanWow, you never cease to amaze me Kurt, you are the MAN.
Can't wait to get my engine back from you. I have my new "Ultimate Stage III heads" ready to go, now if only that damn turbo kit would get here.
