View Poll Results: Which block you would run for boost?
LSX Iron Block
66
64.71%
Warhawk
25
24.51%
Other, Explain
11
10.78%
Voters: 102. You may not vote on this poll
Lsx vs warhawk
01-30-2009, 09:29 PM
#24
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Ok here is my take both the warhawk and the lsx are excellent foundations.
The Warhawk block saves 100 lbs over the LSX. 100 lbs on the nose hurts on a Drag Radial set up. I can tell you I would make the same power with the LSX as I did with the Warhawk. I proved it to my self on the dyno. We never ran the large turbos with the LSX thats the only reason it never went 200plus with that engine. As for the droping of liners in the Warhawk I never had that issue my self I know others that had. My engine builder always makes sure the the sleves are pressed in all the way, heating the block and torquing down on it. Its not 100% but I never had an issue. The tall deck on the Warhawk is another big advantage. More room is always better. rod angle, room for a better piston design etc...
Thats my opinion
BTW My LSX engine is still for sale If you want I will put it in my car run the number pull it out and you take it with a mid to low 7 sec slip right there at the track or we could dyno it 1800 plus at the tires and pull it your choice
The Warhawk block saves 100 lbs over the LSX. 100 lbs on the nose hurts on a Drag Radial set up. I can tell you I would make the same power with the LSX as I did with the Warhawk. I proved it to my self on the dyno. We never ran the large turbos with the LSX thats the only reason it never went 200plus with that engine. As for the droping of liners in the Warhawk I never had that issue my self I know others that had. My engine builder always makes sure the the sleves are pressed in all the way, heating the block and torquing down on it. Its not 100% but I never had an issue. The tall deck on the Warhawk is another big advantage. More room is always better. rod angle, room for a better piston design etc...
Thats my opinion
BTW My LSX engine is still for sale If you want I will put it in my car run the number pull it out and you take it with a mid to low 7 sec slip right there at the track or we could dyno it 1800 plus at the tires and pull it your choice
01-31-2009, 07:57 PM
#27
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From the many many builds I have read about especially on the old boosted lists I would say if you plan on running over 20psi then 6 bolt would likely be needed but certainly not for 12psi thats baby boost. Tuning of course is supposed to matter a lot more than simple amount of boost. Timing being likely the most important variable.Don't get greedy with timing.run a safe afr and should be no big problem. Also different turbos will put out different hp at same boost levels. Airflow is the true measure of power not boost.
That said running a nice big cube motor like a 427 should let you run lower boost than a smaller cube engine talking same turbo to keep the comparison meaningful.
One reason I went up to 408 from 346 to gaining more power off boost and more torque off boost. You won't be into boost that much on the street and certainly not for long.Unless you like jail! And potentially quicker spool up from the bigger cubes.
That said running a nice big cube motor like a 427 should let you run lower boost than a smaller cube engine talking same turbo to keep the comparison meaningful.
One reason I went up to 408 from 346 to gaining more power off boost and more torque off boost. You won't be into boost that much on the street and certainly not for long.Unless you like jail! And potentially quicker spool up from the bigger cubes.
01-31-2009, 08:09 PM
#28
There are way too many variables . It will depend on fuel octane ,turbo,efficiency of the intercooler ,altitude,air temp...You have to find out with tuning and watching knock retard . Plugs of course are another factor.
Dyno tuning is nice as you can see effect of tuning at your different levels so you can likely go a bit less then max and still not give up much power. I find more timing seems to really help torque. Also you may find more boost with less timing is better and with meth or alc injection likely would stay closer to 10.5 to 11.0 max. Super safe timing is likely around 12 max. But with that compression would think 16 to 18 might be ok too. Again you should start lower down and move it up. For break in on my 408 combo I set max to 12psi ,afr on wideband to 10.5. Boost to 7.5. Better safe than sorry and will creep up things over this coming season. Even with forged engine I like to be careful and conservative.
Dyno tuning is nice as you can see effect of tuning at your different levels so you can likely go a bit less then max and still not give up much power. I find more timing seems to really help torque. Also you may find more boost with less timing is better and with meth or alc injection likely would stay closer to 10.5 to 11.0 max. Super safe timing is likely around 12 max. But with that compression would think 16 to 18 might be ok too. Again you should start lower down and move it up. For break in on my 408 combo I set max to 12psi ,afr on wideband to 10.5. Boost to 7.5. Better safe than sorry and will creep up things over this coming season. Even with forged engine I like to be careful and conservative.
02-01-2009, 11:23 AM
#31
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The warhawk 5 bolts are in the same spot as lsx its the 6 intake side bolt that is moved Im going to try running a 5 bolt head setup and see how much power it holds cause most leaks are around the exhaust side anyways Its a little more of a pain but a nice block after it finallly finished
02-01-2009, 06:07 PM
#32
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No one has talked about nitrous applications so I'm going to put my 2 cents in. I built a LSX 427 nasty solid roller nitrous motor. I'm tired of the heads lifting, watering the track, head bolts stripping in the aluminum block, etc with nitrous. Sure there is another 125 lbs of weight on the front but it's worth it in the long run. 6 bolts anchoring 1/2 studs into iron is a much better design then aluminum with nitrous.
02-02-2009, 05:21 AM
#35
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both the warhawk and the lsx block require some additional work to be bulletproof at 1500 hp,if you can stand the extra frt end weight go with the lsx block,it will def be cheaper in the end,i also like the way they do the additional head bolts over the warhawk design
02-02-2009, 05:44 AM
#37
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Your kidding right? You think that cracked cylinder walls on a lsx block @ 1100rwhp is due to the block not being strong enough?Out of all the blocks out without question the lsx is going to be the strongest.Theres really no debate. I've heard more storys about sleeves dropping in warhawk motors than i can count.Hell i'm confidant with every factory ls series block to 1000hp with some main cap attention. Sounds like something goofy went on with your motor.
02-03-2009, 11:05 AM
#40
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My Moroso pan with the stock dip stick reads 1 qt low with 7 quarts. The pan is a 6 quart pan. I called Moroso about this and they said they cannot do anything about it.