Quickin

Oops, my bad. They do not have TB's , as the Harrop intakes don't use them or MAF's. Speed density tuned.

But yes, they have LS6 heads and intakes with smaller cams than mine (which mine is a 242/242 .610/.610 114 lsa) and 427ci. Very tame cars for daily drivers.

E-mail or call Ken at Harrop, he'll tell you about there 600+ RWHP daily drivers.

Quickin

Its a 436. I was either going to go for as much RWHP as possible N/A (hyd cam) and than spray it with a 250-300 progressively controlled shot.

OR

HI-Flo single turbo kit with my current LS6 intake, ported LS1 heads and get a larger TB, mine is stock ported still, I know, WHY do I still have a stock TB with a 436 stroker?

So, what single turbo will feed a 436 properly?

383ss

iTrader: (14)

yes they do, they have 8 individual TB's. one for each intake runner. they are around 55mm I think. they are SD tuned though. no MAF

NA$TY-TA

iTrader: (21)

https://ls1tech.com/forums/dynamometer-results-comparisons/410979-fms-408-stroker-gt55-turbo.html


Now that is a 408 with a GT55 wich is a 91mm turbo......
this is on 12.5 lbs of boost, 16 deg's of timing




All it takes is $$$$$
Kyle

Quickin

I know, I meant they don't have an LSx type TB. In my original post I said they had a stock ported TB. I'm just used to adding that into my goods.

Quickin

Well, if I go with a turbo kit I'll be using full-time 104 octane, the car will become my weekend car, and I'll be upgrading the tranny to a 4L80E and the rear-end to a built Ford 9" if need be.

So what turbo will fit into the Hi-Flo single turbo kit (installed where the battery is) that will accomodate my 436 properly.

I want over 1,000 RWHP. 844/829 just isn't enough.

LASTLS1

iTrader: (7)

No way that will happen with that small of a cam!!! You will need alot of compression and ALOT of rpm. Good luck.

Quickin

How much cam and how much compression?

Running full-time on 104 octane is not a problem either.

DAPSUPRSLO

iTrader: (14)

With the heads and intake you're talking about I wouldn't worry about a HUGE cam so to speak, but would try to keep your compression up if you will be running around on 104 all the time. For comparison sakes the comp cams sb2 headed camaro produced 675 hp with 414 inches, 10.5 to 1 compression w/ pump gas, a 230/236 112 lsa cam which was solid but only has .600 or less lift, a single plain sb2 manifold (which the Harrop is superior too), 1100 cfm 4150 throttle body, and a few other goodies. This motor made peak torque at 6000rpm and peak hp at 6800rpm. The sb2 heads are probably the equivalent of the bigger et offerings and may fall a little behind the new canted valve head. Point to all of this is that if you are going to be running these killer heads with a REAL (not lsx style) intake manifold things change drastically with what you need to make the power.

I'm shooting for some big big power in my pump gas 434 c5-r headed street/strip motor (actually similar to what you're trying for, not quite as much though cause i'm going through a th400) and my cam is much smaller then most would think on this board. Good luck

vmax1500

I wonder how the LS7 intake will work... I hear it's supposed to flow much better than a Fast 90 LSX...

383ss

iTrader: (14)

I'm curious about that also. anyone seen flow numbers on it?

vmax1500

Considering the kind of numbers LS7 Z06's are putting down, I am very very curious to see how an aftermarket LS7 head like ET's would work with the same displacement along with a very agressive cam and stock LS7 intake... It seems like the average bone stock Z06 makes 450RWHP and I read about an HPE car that just made 505RWHP with a small cam and long tube headers and no tuning... Is 600RWHP possible in more of a race configuration, IE no accessories aside from alternator and off road pipes... This would be a pretty sick pump gas hydraulic cam motor... stock Z06's have trapped as high as 127MPH... an extra 150RWHP would be good for close to 140MPH in the 1/4!!!

DAPSUPRSLO

iTrader: (14)

As much as 750rwhp has been achieved in a n/a 427 with ls6 heads with 14/15 to 1ish compression and a max effort solid roller/sheetmetal setup some time ago. I don't see any reason why 600 rwhp couldn't be obtained from a motor which is designed to drive on the street with good top end (heads, cam, intake, etc.) and exhaust components. It won't be cheap but nothing is at this power level, regardless of which way you choose to go (nitrous, turbo, charger, etc.).

BTW, I think 600rwhp will be a cake walk when tuning software is available for the ls7 and someone shoves a good sized cam in there with a good set of headers.

Quickin

What kind of compression? I have 11.1:1 I believe.

What would happen if you had to use 93 octane on a 12.5:1 or higher compression engine?

I guess all that can be done is to increase the compression, add the Harrop intake and the ET heads and maybe upgrade the cam......right? Whatever HP it gets, thats about it N/A.

Quickin

Will 1 7/8" Grot LT's support 600-650 RWHP N/A

DAPSUPRSLO

iTrader: (14)

A motor with an efficient intake track like yours or like you are planning is not going to survive wide open encounters on a regular basis with 93 octane. If you are talking about being able to put around on 93 octane with that kind of compression and adding higher octane racing fuel to race or play around that could be done, but you will have to run a cam with a nice late intake valve closing point to do so. What is late you may ask, well that is really up to your cam designer. With the etheads you can get whatever compression you need pretty much so that is an added benefit. If this motor is already built though the pistons valve reliefs may not be in the proper location for the different valve placement of the et heads. I would talk to ET on that one to make sure and this will only be an issue if you have them mill the heads substantially to get your compression up and run a big cam etc. etc. Good luck, I say stay in the road that you are considering, it will defiantely be something a little different and plenty fast.

DAPSUPRSLO

iTrader: (14)

Not really sure on that one? With that kind of power i'd look into a 3.5" collector though. I'm going to run 1 7/8" to 2" to 3.5" collector kooks headers on my 434. I would've run 2" straight primaries but this was the biggest kooks offered for my c5-r heads.

Beast96Z

iTrader: (21)

My 454 ci stroker is being built as we speak. I'm using the ET 265's and I'm looking heavily into the Harrop intake. I also am using the Kooks 1 7/8's stepped to 2" w/ 3.5 collector. Since my motor was being built at the same time I bought the heads, I had the ET combustion chamber scanned by Wiesco so they could build the appropriate piston. I don't think you'll have to worry about clearence issues or changing pistons because you gain .150" free drop over a 15* head. You could fit alot of cam in there before you ever came close to the piston. You can also run a much more radical cam with the Harrop intake and still maintain "grocery getter" driveability. Cars in Aussie run 106 LSA's in daily drivers, no problem. If I do get the Harrop intake, which isn't $5k american, more like $3k, I gunna shoot for 650-700 rwhp, N/A. I chose th eN/A route over F/I just because it is so much easier and th epower is always there.

Quickin

What compression are you going with?

Are you using the 265 41's? Are you going to port them more?

It seems even the ET heads will be the weak link with this Harrop intake feeding it.

Beast96Z

iTrader: (21)

Compression will be 11:5:1. The 4, and 41 stand for the bore fixtures the heads were flown on. 4 being 4", and 41 being 4.100". My heads are actually 4.150, so you could call mine 415's. There is absolutly no need to port the heads any more. 265cc's is already a large port, and if there were more gains to be had, effectivly, then I'm sure they would have figured it out. I highly doubt you could get any decent amount of flow out of the extra work without making the port substaintally larger. As far as the heads being the weak link to the intake, I doubt that. I forgot the last time a 385 cfm head was a weak link. You also have to keep in mind, that the bigger you go with all this stuff, the more rpm your gunna need to make it work. Camshaft selection will be critical in keeping the power up, but still in a useable rpm range. Big heads, big intake, big cam = big rpm's.