Would like some help on a 500 ci build.
Thread Starter
Launching!
Joined: Aug 2010
Posts: 242
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Would like some help on a 500 ci build. My application is a jet boat running two pumps, So I am looking for alot of tq but don't need to rev it that high(5500 max).
My plan is to use an RHS block, 9.2:1, 4.6 x 4.165, 228/238 .600.600 114 l/c set of Mast 305 cc heads, v7syi votech @ about 5 lbs of boost, water to air intercooler, carbed or maybe even fuel injected, on 91 octane.
My power goals are 850-950 ftlbs at around 5000 rpm.
I have actually done this before with a BBF and ran it on 87 octane with 830 ftlbs@5000 rpm just the engine weighs over 1200 lbs with all the trim vs 700 with the ls engine.
My questions are?
Any advantage to going RL superdeck?
How hard is it to source Crank, Rods, Pistons, etc.
A little concerned with how long the rod may have to be ending up with a long dwell at TDC. Great for tq but bad for Deto
Thoughts?
My plan is to use an RHS block, 9.2:1, 4.6 x 4.165, 228/238 .600.600 114 l/c set of Mast 305 cc heads, v7syi votech @ about 5 lbs of boost, water to air intercooler, carbed or maybe even fuel injected, on 91 octane.
My power goals are 850-950 ftlbs at around 5000 rpm.
I have actually done this before with a BBF and ran it on 87 octane with 830 ftlbs@5000 rpm just the engine weighs over 1200 lbs with all the trim vs 700 with the ls engine.
My questions are?
Any advantage to going RL superdeck?
How hard is it to source Crank, Rods, Pistons, etc.
A little concerned with how long the rod may have to be ending up with a long dwell at TDC. Great for tq but bad for Deto
Thoughts?
Banned
Joined: Mar 2013
Posts: 1,137
Likes: 2
From: Studewood/Acres-Homes TX.
I got that on file but it's for a N/a engine, just change some parts compression, heads,...etc: Call all the manufacturers listed
BY THE NUMBERS
502 / 510 ci LS-7 Chevy
Block:
RHS LS1/LS7
Bore:
stock RHS 4.165 / 4.185 to 4.200 inches re sleeved by:Goodwin Competition
Stroke:
Callies LS7 crank snout 4.600 inches
Displacement:
502 / 510 ci.
Compression ratio:
11.5/11.8
Crank & rods:
Callies / Callies
Camshaft:
COMP Cams hydraulic roller
Timing chain:
SDPC Roller Master
Lifters:
Lunati High RPM # 72532 lun LS1/Warhawk/LSX
Cam duration, intake:
263 at .050
Intake lift:
.733 inch
Cam duration, exhaust
275 at .050
Exhaust lift:
.733 inch
Rocker arms:
Jesel Pro series Shaft Rocker arms - $1750
Rocker ratio:
2.0 / 2.0
Lobe separation:
115 degrees
Installed centerline:
112 degrees
Ring pack:
Total Seal Gold Series .043 /.043 / 3mm oil
Ring end gap:
.018 top/.022 second
Pistons:
Wiseco/Ross/Diamond forgings with lateral gas ports & coated skirts with
Main studs:
ARP
Rods:
Callies 6.300-inch H-beam
Main bearings:
Clevite H
Rod bearings:
Clevite HN
Main journal diameter:
OEM
Rod journal diameter:
2.10-inch journal
Cylinder heads:
GM Performance Parts LSX Drag Race heads
310cc intake runner / 115cc exhaust runners 56.cc
Ported by B.E.S / Tony Bischoff
Head bolts:
ARP studs
Intake manifold:
GM Performance Parts LSX Drag Race EFI 4500
Intake flow:
403 cfms at .600 / 450 cfms at .800
Exhaust flow:
253 cfms at .600 / 275 cfms at .800
Intake valve:
REV. Hollow stem 2.250 inches valves
Exhaust valve:
REV. 1.620 inches valves
Head gaskets:
Cosmetic MLS. (.036 inch)
Piston/head clearance:
.036 inch
Engine gaskets:
OEM
Throttle body:
FA.S.T. 4500, 2000 cfm Throttle Body
Headers:
Kooks #5513 1.7/8 inches
with 3-inch merge collector
Ignition:
F.A.S.T. -- XFI 2.0 / MSD
Spark plug wires:
MSD. 8.5mm wires & E3 Diamond Fire Plugs
Damper:
ATI with 10% percent U/D
steel hub with aluminum shell
Water pump:
Meziere electric
Oil pan:
Canton LS7 Drysump & Baffel with windage tray
Oil pump:
Katech ported LS7oil pump
BY THE NUMBERS
502 / 510 ci LS-7 Chevy
Block:
RHS LS1/LS7
Bore:
stock RHS 4.165 / 4.185 to 4.200 inches re sleeved by:Goodwin Competition
Stroke:
Callies LS7 crank snout 4.600 inches
Displacement:
502 / 510 ci.
Compression ratio:
11.5/11.8
Crank & rods:
Callies / Callies
Camshaft:
COMP Cams hydraulic roller
Timing chain:
SDPC Roller Master
Lifters:
Lunati High RPM # 72532 lun LS1/Warhawk/LSX
Cam duration, intake:
263 at .050
Intake lift:
.733 inch
Cam duration, exhaust
275 at .050
Exhaust lift:
.733 inch
Rocker arms:
Jesel Pro series Shaft Rocker arms - $1750
Rocker ratio:
2.0 / 2.0
Lobe separation:
115 degrees
Installed centerline:
112 degrees
Ring pack:
Total Seal Gold Series .043 /.043 / 3mm oil
Ring end gap:
.018 top/.022 second
Pistons:
Wiseco/Ross/Diamond forgings with lateral gas ports & coated skirts with
Main studs:
ARP
Rods:
Callies 6.300-inch H-beam
Main bearings:
Clevite H
Rod bearings:
Clevite HN
Main journal diameter:
OEM
Rod journal diameter:
2.10-inch journal
Cylinder heads:
GM Performance Parts LSX Drag Race heads
310cc intake runner / 115cc exhaust runners 56.cc
Ported by B.E.S / Tony Bischoff
Head bolts:
ARP studs
Intake manifold:
GM Performance Parts LSX Drag Race EFI 4500
Intake flow:
403 cfms at .600 / 450 cfms at .800
Exhaust flow:
253 cfms at .600 / 275 cfms at .800
Intake valve:
REV. Hollow stem 2.250 inches valves
Exhaust valve:
REV. 1.620 inches valves
Head gaskets:
Cosmetic MLS. (.036 inch)
Piston/head clearance:
.036 inch
Engine gaskets:
OEM
Throttle body:
FA.S.T. 4500, 2000 cfm Throttle Body
Headers:
Kooks #5513 1.7/8 inches
with 3-inch merge collector
Ignition:
F.A.S.T. -- XFI 2.0 / MSD
Spark plug wires:
MSD. 8.5mm wires & E3 Diamond Fire Plugs
Damper:
ATI with 10% percent U/D
steel hub with aluminum shell
Water pump:
Meziere electric
Oil pan:
Canton LS7 Drysump & Baffel with windage tray
Oil pump:
Katech ported LS7oil pump
Banned
Joined: Mar 2013
Posts: 1,137
Likes: 2
From: Studewood/Acres-Homes TX.
RHS build will be the same in $ and it's a better block also with FI you will probably need to keep bore @ 4.125 the only problem with RHS block is the cast iron sleeves that's the only problem you can't go to over 4.165 bore but the block is way better than stock LS block with spacer for added stroke.ERL is good but to start off @ 10 grand they don't sell the block and head spacer by it self, you have to buy complete short block $9,900.oo.
