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

 

You know you just beat me to my post and answered my question... I showed the other one to my machinist.



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"

 

It looks like LS fantasy has become LS reality. Congrats!

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?

 

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

 

I think the LS1 is a better block.... I like the ford dohc aspect of their modulars but the LS1 with six bolts thru each cap and a deep skirt is still a bad *** bottom end.

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

7 liters run 24 hours straight at high RPM.....

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.

 

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.

 

is there a website that has the calculations to figure that out??

 

Here are a few good calcuators for you.

http://www.gofastzone.com/carmath/default.asp

Nice work Kurt.

Rick

 

Damn Kurt...

I am in Clarkston, MI... where is Wolverine Lake?

 

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

 

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

 

Always pushing the envelope up there And sacrificing your own personal parts

 

All I have to say is Kurt showed what is poissible. Right on! check your pm.

 

Those numbers were w...ww...without headers!!!!!!!!!!!!!!!!

 

Kurt Urban

Wow, 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.

 

stock manifolds hehehe

awesome stuff, it really is amazing!

 

wow, this is simply incredible stuff.

way to go guys

 

He just needs to hook up with Kieth Urban's ex... Nikki Tailor then he wll be the man.....

 

FNA....thats it killa.