Aftermarket Block
03-22-2010, 11:57 AM
#22
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Ahahaha, yeah I figured with that block and those heads you would post that up. And 460 for those parts is still conservitive compared to the capability of those components.
How many people wil step up to the Comp block and the Canted Valve heads.
Robin
How many people wil step up to the Comp block and the Canted Valve heads.
Robin
03-22-2010, 12:11 PM
#24
FormerVendor
Even with small heads or the same the larger engines win every time in real heads up racing with all else equal.
For instance in NMRA HS or PSCA HS or NMCA Pro Stock etc. where you can only get more inches with stroke in a small block the larger engines still HAVE to carry more weight.
Without carrying the extra weight they would win every single race they are at which is why every single race series requires the larger stuff to carry extra weight to slow them down to the lever of the higher rpm small stuff with less power.
Even with inline heads like the SBF stuff the bigger stuff wins heads up racing with the same manifolds heads and carbs unless weight is added on top of them.
Every race series on the planet is like this even Formula 1 since bigger is always faster and quicker everything else equal.
There are diminishing returns in all out racing though as Robin said and for extreme power adders you need stronger pistons and cranks etc. so you have to put different priorities on parts than strictly NA of course.
On the street a 500 inch LS1 is MUCH nicer than a 400 incher and that's why Comp and everyone else is doing it. Drive one of these and it's all clearer. It's mush easier to make big power with a larger engine than a smaller one and even more so on the street with low rpm hydraulic roller stuff and these new better and bigger heads.
For instance in NMRA HS or PSCA HS or NMCA Pro Stock etc. where you can only get more inches with stroke in a small block the larger engines still HAVE to carry more weight.
Without carrying the extra weight they would win every single race they are at which is why every single race series requires the larger stuff to carry extra weight to slow them down to the lever of the higher rpm small stuff with less power.
Even with inline heads like the SBF stuff the bigger stuff wins heads up racing with the same manifolds heads and carbs unless weight is added on top of them.
Every race series on the planet is like this even Formula 1 since bigger is always faster and quicker everything else equal.
There are diminishing returns in all out racing though as Robin said and for extreme power adders you need stronger pistons and cranks etc. so you have to put different priorities on parts than strictly NA of course.
On the street a 500 inch LS1 is MUCH nicer than a 400 incher and that's why Comp and everyone else is doing it. Drive one of these and it's all clearer. It's mush easier to make big power with a larger engine than a smaller one and even more so on the street with low rpm hydraulic roller stuff and these new better and bigger heads.
03-22-2010, 12:27 PM
#26
FormerVendor
03-22-2010, 12:31 PM
#27
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OK now were are splitting hairs. On the street a big inch engine is a dream to drive. GMPP (thomspon) did a 454 a few years ago and stuffed it into an Impala SS. It was more fun than the ZO6 on the power tour.
If you want to spin it to 10,000 RPM a big inch LS (over 460 LOL) isn't the way to go. IMO
Why is Judson's N/A deal a small cube engine?
Once the heads become the limit then the extra cubes have a diminishing rate of return.
I can count on one hand how many people posess the type of heads required to make a 500 inch LS beat my little engine.
Robin
If you want to spin it to 10,000 RPM a big inch LS (over 460 LOL) isn't the way to go. IMO
Why is Judson's N/A deal a small cube engine?
Once the heads become the limit then the extra cubes have a diminishing rate of return.
I can count on one hand how many people posess the type of heads required to make a 500 inch LS beat my little engine.
Robin
03-22-2010, 12:40 PM
#29
FormerVendor
OK now were are splitting hairs. On the street a big inch engine is a dream to drive. GMPP (thomspon) did a 454 a few years ago and stuffed it into an Impala SS. It was more fun than the ZO6 on the power tour.
If you want to spin it to 10,000 RPM a big inch LS (over 460 LOL) isn't the way to go. IMO
Why is Judson's N/A deal a small cube engine?
Once the heads become the limit then the extra cubes have a diminishing rate of return.
I can count on one hand how many people posess the type of heads required to make a 500 inch LS beat my little engine.
Robin
If you want to spin it to 10,000 RPM a big inch LS (over 460 LOL) isn't the way to go. IMO
Why is Judson's N/A deal a small cube engine?
Once the heads become the limit then the extra cubes have a diminishing rate of return.
I can count on one hand how many people posess the type of heads required to make a 500 inch LS beat my little engine.
Robin
Also the cranks really need to be CCW style at higher rpm when they are big strokes or the move too much at those power levels so the crank costs double or triple but at 7500 and down they seem to last forever. Of course all engines turning 9k+ dont last too long as far as that goes unless they are $85+K Cup stuff.
03-22-2010, 08:04 PM
#30
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hay roben what kind of parts list do you have...i learning the ls stuff as we speak.....i have a 383 and allwas wised i had a 396.......i dont want to to build somthing smaller and wished it was a 500ci
03-26-2010, 12:22 PM
#32
From the LSX shootout All Motor rules;
WEIGHTS
Base CID Base weight
370 3150
420 3300
440 3375
470 3450
8.5 lbs/cu in penalty applies for cubic inches over base weight break limit. (Maximum cubic inch still applies.)
WEIGHTS
Base CID Base weight
370 3150
420 3300
440 3375
470 3450
8.5 lbs/cu in penalty applies for cubic inches over base weight break limit. (Maximum cubic inch still applies.)
03-26-2010, 07:16 PM
#34
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I had noticed Shawn posted this on bullet, looks promising
http://www.yellowbullet.com/forum/sh...d.php?t=226130
http://www.yellowbullet.com/forum/sh...d.php?t=226130
