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I got an extra gen4 5.3l block in trade for some services rendered (no knee pads) and one of the liners is a bit damaged...SO i may want to add one more engine on the roster.
I would be resleeving it and bore to a 4.105...which is a .040 over ls3 piston which we DO offer. Now its not in the spirit of the build as resleeving is pricey of course...but it would be pretty cool to make a big bore 346 right? 4.8 crank and 4.105 bore...tell me that doesnt sound pretty cool AND unique. They would be darton sleeves so no worries there either ;-)
Any votes? yes or no?
Its just money and time right?
So far the 333 is next in line and then either the long stroke 360 4.8l or the 5.1l.
Which one would YOU rather see in the other gen4 alum block i have? the remaining 2 including the 347 will be in iron. so either an iron 360 or an iron 5.1l. i think the 360 is more fitting in iron myself.
I got an extra gen4 5.3l block in trade for some services rendered (no knee pads) and one of the liners is a bit damaged...SO i may want to add one more engine on the roster.
I would be resleeving it and bore to a 4.105...which is a .040 over ls3 piston which we DO offer. Now its not in the spirit of the build as resleeving is pricey of course...but it would be pretty cool to make a big bore 346 right? 4.8 crank and 4.105 bore...tell me that doesnt sound pretty cool AND unique. They would be darton sleeves so no worries there either ;-)
Any votes? yes or no?
Its just money and time right?
You HAVE to do this, strictly in the interest of science, of course... plus it WILL be kinda bitchin besides...
I've been very surprised by that too. I expected this thread to blow up.
If they would have built the engines and posted the results there would be every forum jockey, keyboard cowboy and google dyno expert in here telling them what they did wrong and telling them how to make more power.
However since it ACTUALLY takes knowledge and experience to spec out a build, one that will make real world numbers and last more than 2 weeks....nothing but crickets...
^ you are right there, but we arent building these combos for max power or any of that really. Forum warriors can be a buzzkill, but there is a saying "any publicity is good publicity". I have already had quite a few pms and emails about guys sending us their blocks to do this with. The problem there is
1. that is not the intent of the thread. It is made to show what YOU can do. Buy the parts, have block machined, assemble block, done.
2. we are not set up to mass produce engine like this. All of these engines I am doing on my own with my own money, time, and direction.
The 1 thing it takes to get all these done that cannot be purchased is TIME.
Thats the real killer. My time and the machine shops time.
This build was originally (and still is) designed to showcase our rebuild kits, what you can do on a small budget, and some uncommon build combos.
Most of the magazine "budget" builds are like 4k+++
That makes no sense.
I am doing nothing special with these engines. they are set up exactly as you would any other stock style engine. Piston specs are on the box. Ring specs in the box. Bearing specs are stock also.
I am taking some artistic direction with a few of them, but still staying on a decent budget with MOST of them.
The machine costs are about the same throughout.
Torque plate bore and hone
Jet wash
Install cam bearings
Check main bore
Deck block if needed
Polish crank
Balance if needed
Check deck height
The only actual cost difference is whether you can do the work yourself or have a machine shop etc do it. All of our LS Complete Rebuild Kits come with a How to Build LS Engines book also, so you have quite a few resources to help already.
Plus i am available nearly 24/7 to contact even on weekends etc.
LOL. Thread will blow up after results are posted and everyone is comparing and contrasting for sure. I have to say I'm really curious to see the all stroke 360. Set of 205 heads on it, it'll be a torquemonster. The other thing that's neat is it's not a bunch of 410+CI engines that are actually rarer than you'd think. Pretty good budget builds. Kind of stuff youd swap into a 70's cheyenne to get the fuel injection.
333 rotating assembly is balanced. Getting ready for build #2 and maybe even gettin the test camaro ready for the party.
Should be a good time anyway!
Next up is the gen4 alum 5.1l then *possibly* the all bore 346 resleeve.
Update
Had to back burner some things for a little bit BUT building is back on!
Ill be building the 333 and a 427 at the same time!
And getting one of the alum 5.3 blocks fixed and then make it the 5.1l and the other sent off to get resleeved for a big bore 346.
Will have a bunch more pictures soon.
Found a line on 2 5.3l iron blocks so teardown on them soon for the all stroke 360 and iron 5.7.
Pics will start dropping next week.
Also got an interesting test with the arp 8740 and pro2000 bolts in one set of the gen3 4.8l rods i just had freshly honed and turned into floating rods with oil hole drilled. Will keep you guys up to date on that. May happen this week.
Rod bolts to the machine shop. Checking on a gen3 5.3l rod gen3 4.8 rod and gen4 ls2 rod.
That may happen tomorrow but likely monday or tuesday. Have both arp 8740 and pro2000 bolts to test. So this should bust the "internet myth" one way or the other.
8740 are going to be torqued to 40ftlbs
PRO2000 get 45ftlbs
Rod bolts to the machine shop. Checking on a gen3 5.3l rod gen3 4.8 rod and gen4 ls2 rod.
That may happen tomorrow but likely monday or tuesday. Have both arp 8740 and pro2000 bolts to test. So this should bust the "internet myth" one way or the other.
8740 are going to be torqued to 40ftlbs
PRO2000 get 45ftlbs
We shall see!
Did you get the results on this? Very interested to know what happened!
Shiney objects!!
Got a pic and some info for the ti beehive spring retainers we will be using as part of our new high rpm cam setups. These will go in the 333, 5.1l, and the all bore 346 if i can manage to get that one pulled off this year.
Left to right
Stock steel beehive 11-12g
Trick titanium beehive retainer 5g
Tsp dual retainer 10-11g
The trick wont work with all beehives but will work with most due to some having a larger top ID and OD. These will be used in conjunction with our LEADFOOT 2.055/1.60 valves and Manley 221438 Nextek Superfinished beehive spring.
Hoping for 7800ish rpms.
I personally like the beehive vs the duals for better upper rpm control and significantly less noise. A friend of mine ran the Manley springs with a comp 772 ti retianer (8g) on an engine before and i have been looking for an opportunity to use them again!
Yes, as a kit, they are more expensive than duals, but well worth the benefits imho.
I know that dual springs have become popular from internet folklore....but I've seen a lot of research and testing that say beehives are better for harmonics...
I know that dual springs have become popular from internet folklore....but I've seen a lot of research and testing that say beehives are better for harmonics...
Thoughts?
You are very correct there, which is partly why i am doing this test. Plus they are quieter and extremely light. They dont have a pogo or recoil effect as much either and dont seem to be as finicky when it comes to shimming them. All of that is based off testing, talking to the actual spring manufacturers and not just retailers/sellers and actual engine dyno and chassis dyno work.
There are not alot of nice beehives out there. Which is understandable though. like you said the internet has made duals way more popular. And gross numbers make price go down and thats partly the issue. Actual spring pressure is another issue though. Duals can give you the extra pressure a beehive cant in most instances.
Pac has
1218
1219
1211
Then their X series
Then PSI has
1511ml
1515ml
1516ml
Manley has
221428
221438
Howard and elgin have like 1 or 2 but arent very good on specs. Thats really is as far as I know. Yes i realize im leaving out comp. They have had quite a few issues lately even with breakage so i dont want to be seen offering them then people have issues with them. They do have some nice newer "conical/beehive" offerings but i have not tested them yet as well, so best to save those for another time.
I may have missed 1 or 2 but thats a short list of the most popular at least. They are a bit pricier in the higher lift range but worth it for alot of applications. Most people wont spend $250 on just springs when you can get seals, ti retainers, springs for just a little more.
I know alot of nascar teams like the 1511ml but some of that is due to sponsorships and brand loyalty also, along with data as well.
I have seen good reviews on both PAC and PSI. And of course Manley has been around for a while too with little negative to speak for them. Is there any kind of preference, in your opinion, between the three mentioned?
05-23-2018, 05:02 PM
