building a boosted 6.0
Thread Starter
Launching!
Joined: Aug 2010
Posts: 242
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building a boosted 6.0 I am looking at building a boosted 6.0 and am looking for advice.
Requirements
runs at wot for periods of up to 1 hr
370 ci max
turbo or supercharged
must run on 100llav gas
low rpm performance not an issue
unlimitted supply of cold water intercooling
1000 hp @6000-6500
cost is a concern
Thoughts?
Requirements
runs at wot for periods of up to 1 hr
370 ci max
turbo or supercharged
must run on 100llav gas
low rpm performance not an issue
unlimitted supply of cold water intercooling
1000 hp @6000-6500
cost is a concern
Thoughts?
Gentry Engine Design Gentry was MY Customer as is Carson Brummett today using my IGN-1 coils and other of my ignition products.
The Gentry method, winner of many boat races, was to "de-stroke" the BBC engine to 3.5".
This was done without loss of power due to the allowable boost increase.
COST ?
The ability of 1000 HP@6500 IS expensive !
My Method :
1. RHS block with their normal billet main caps. (your 6.0 powered caps WILL crack)
2. Marine Crankshaft crankshaft with 2.2" BBC rod journals.
3. Rods, almost normal BBC, .990" pin@6.350" cut for LS use.
4. Gallery Pistons for use with RHS piston oil cooler jets.(RHS option fitted at time of purchase)
5. Dry Sump oil system with turbo drain stages. (non-SC)
The last problem is the head, a custom RHS, AFR, .etc casting.
The need for a 1.75" exhaust valve/large exhaust port is required.
I have had this quote confirmed, would you like my help with this ?
Lance
The Gentry method, winner of many boat races, was to "de-stroke" the BBC engine to 3.5".
This was done without loss of power due to the allowable boost increase.
COST ?
The ability of 1000 HP@6500 IS expensive !
My Method :
1. RHS block with their normal billet main caps. (your 6.0 powered caps WILL crack)
2. Marine Crankshaft crankshaft with 2.2" BBC rod journals.
3. Rods, almost normal BBC, .990" pin@6.350" cut for LS use.
4. Gallery Pistons for use with RHS piston oil cooler jets.(RHS option fitted at time of purchase)
5. Dry Sump oil system with turbo drain stages. (non-SC)
The last problem is the head, a custom RHS, AFR, .etc casting.
The need for a 1.75" exhaust valve/large exhaust port is required.
I have had this quote confirmed, would you like my help with this ?
Lance
Last edited by pantera_efi; Oct 31, 2016 at 12:07 PM.
Restricted User
Joined: Mar 2014
Posts: 7,192
Likes: 109
From: Ohio
Less block fatigue from side loading, less piston speed, less leverage on the rods, less stress on the mains. All will play a role in longevity.
You can just add a little more boost to make up for the displacement difference. 1000 HP would even be achievable on a stock displacement 4.8 without much effort.
You can just add a little more boost to make up for the displacement difference. 1000 HP would even be achievable on a stock displacement 4.8 without much effort.
Thread Starter
Launching!
Joined: Aug 2010
Posts: 242
Likes: 0
Gentry was MY Customer as is Carson Brummett today using my IGN-1 coils and other of my ignition products.
The Gentry method, winner of many boat races, was to "de-stroke" the BBC engine to 3.5".
This was done without loss of power due to the allowable boost increase.
COST ?
The ability of 1000 HP@6500 IS expensive !
My Method :
1. RHS block with their normal billet main caps. (your 6.0 powered caps WILL crack)
2. Marine Crankshaft crankshaft with 2.2" BBC rod journals.
3. Rods, almost normal BBC, .990" pin@6.350" cut for LS use.
4. Gallery Pistons for use with RHS piston oil cooler jets.(RHS option fitted at time of purchase)
5. Dry Sump oil system with turbo drain stages. (non-SC)
The last problem is the head, a custom RHS, AFR, .etc casting.
The need for a 1.75" exhaust valve/large exhaust port is required.
I have had this quote confirmed, would you like my help with this ?
Lance
The Gentry method, winner of many boat races, was to "de-stroke" the BBC engine to 3.5".
This was done without loss of power due to the allowable boost increase.
COST ?
The ability of 1000 HP@6500 IS expensive !
My Method :
1. RHS block with their normal billet main caps. (your 6.0 powered caps WILL crack)
2. Marine Crankshaft crankshaft with 2.2" BBC rod journals.
3. Rods, almost normal BBC, .990" pin@6.350" cut for LS use.
4. Gallery Pistons for use with RHS piston oil cooler jets.(RHS option fitted at time of purchase)
5. Dry Sump oil system with turbo drain stages. (non-SC)
The last problem is the head, a custom RHS, AFR, .etc casting.
The need for a 1.75" exhaust valve/large exhaust port is required.
I have had this quote confirmed, would you like my help with this ?
Lance
Thread Starter
Launching!
Joined: Aug 2010
Posts: 242
Likes: 0
Less block fatigue from side loading, less piston speed, less leverage on the rods, less stress on the mains. All will play a role in longevity.
You can just add a little more boost to make up for the displacement difference. 1000 HP would even be achievable on a stock displacement 4.8 without much effort.
You can just add a little more boost to make up for the displacement difference. 1000 HP would even be achievable on a stock displacement 4.8 without much effort.
Trending Topics
Jet/Prop/Screw Drive OK, it would be of great help to all, would you state the intended use AND type of torque output device ?
The reason is, as in a "K" boat, Off Shore, Poker Run .etc, the stress on the crankshaft and timing chain is VERY different.
Lance
The reason is, as in a "K" boat, Off Shore, Poker Run .etc, the stress on the crankshaft and timing chain is VERY different.
Lance
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Verdad Gallardo Restricted User
Joined: Mar 2014
Posts: 7,192
Likes: 109
From: Ohio
Dished 6.0 pistons around ~8.8:1, 4.8 rods and crank. 6800 RPM constant speed on AV gas and plenty of boost, it should be just fine.
Thread Starter
Launching!
Joined: Aug 2010
Posts: 242
Likes: 0
[QUOTE=Pantera EFI;19440439]OK, it would be of great help to all, would you state the intended use AND type of torque output device ?
The reason is, as in a "K" boat, Off Shore, Poker Run .etc, the stress on the crankshaft and timing chain is VERY different.
Lance[/QUOTE
It s a jet boat application. I run an LSX454 right now at about 750 hp basically stock crate engine with a piston upgrade with no issues. We keep our oil temps around 250 water temps around 160, wetsump design running at 6300 rpm. We do not see any timing chain wear, bearing wear, or valve train issues from the ls style engines. It is similar to offshore racing but less on and off throttle.
The reason is, as in a "K" boat, Off Shore, Poker Run .etc, the stress on the crankshaft and timing chain is VERY different.
Lance[/QUOTE
It s a jet boat application. I run an LSX454 right now at about 750 hp basically stock crate engine with a piston upgrade with no issues. We keep our oil temps around 250 water temps around 160, wetsump design running at 6300 rpm. We do not see any timing chain wear, bearing wear, or valve train issues from the ls style engines. It is similar to offshore racing but less on and off throttle.
Thread Starter
Launching!
Joined: Aug 2010
Posts: 242
Likes: 0
I guess my only concern with that is the more boost that is required the more chance of detonation this being a fuel type limited class.
With a boat, my main concern is reliability. It's no big deal when a car breaks down on the side of the road, but a boat at any considerable distance from shore is a PITA.
How is the 454LSX running now? I would think running at WOT for an hour at a time would cause hell with the oiling.
How is the 454LSX running now? I would think running at WOT for an hour at a time would cause hell with the oiling.
Jet Max RPM OK, now we know, a "jet pump" is the lowest on drive line stress.
Now the real problem, John Drake (Drake Jet) was my friend as are my other "jet" users, there is the Maximum RPM of the pump before Cavitation.
Your case is the increase in HP with result of a RPM increase ?
What method will you use when you "add" torque to the impeller AND prevent cavitation ?
Lance
Now the real problem, John Drake (Drake Jet) was my friend as are my other "jet" users, there is the Maximum RPM of the pump before Cavitation.
Your case is the increase in HP with result of a RPM increase ?
What method will you use when you "add" torque to the impeller AND prevent cavitation ?
Lance
Just turn the boost up… at whatever your max RPM is?
You could eliminate transitional knock as well by having your boost and throttle independent. Run your engine up to max rpm with minimal boost. Then add boost with another throttle like lever until your desired power/cavitation point is reached. By applying boost at peak rpm instead of lower RPM points it will be MUCH less likely to knock. Also you can literally drop the *** out of the motor completely compression wise if you only care about performance in the peak rpm range. You could literally run a 7:1 SCR making for a very low effective compression ratio and retardo amount of power - cheap.
I’d go with an aluminum 5.3 for the strong block with siamese bore. Then run a 4.8 crank and short 5.3 rods on a 243 or similar head. Should net you around 7:1 and you could make retarded power to drive a huge jet pump. Just need enough turbo for the job.
You could eliminate transitional knock as well by having your boost and throttle independent. Run your engine up to max rpm with minimal boost. Then add boost with another throttle like lever until your desired power/cavitation point is reached. By applying boost at peak rpm instead of lower RPM points it will be MUCH less likely to knock. Also you can literally drop the *** out of the motor completely compression wise if you only care about performance in the peak rpm range. You could literally run a 7:1 SCR making for a very low effective compression ratio and retardo amount of power - cheap.
I’d go with an aluminum 5.3 for the strong block with siamese bore. Then run a 4.8 crank and short 5.3 rods on a 243 or similar head. Should net you around 7:1 and you could make retarded power to drive a huge jet pump. Just need enough turbo for the job.