99TA - 416 build - Stolen, damaged and getting repaired
05-07-2017, 04:42 PM
#141
Cant race a dyno though. Har to even compare them even with the correction factors. Id expect more from a 416 than that. Diet Coke had a 427 that broke 600 at the wheels i believe. It was a texas speed setup. Not sure if that was before or after the vacuum pump and yes it was a 427 but i dont think the extra stroke would make an 80+ diff at the crank. I hate bench racing, but thats my .02.
05-07-2017, 05:04 PM
#142
https://ls1tech.com/forums/generatio...s-700hp-n.html
Old thread you guy's may need to dig around to find the good ones as everyone remembers the lame and not the good.
Factory Ls3 heads were used and a 427 like Diet's just with a Lq iron block. A more sportier intake As old Diet did use a Holley High ram but the factory intake was tested also. Very small exhaust header was used. There are good combo's and bad combo's the TFS cathedral style heads do good most all the time with any intake. It's all in the combination and small details. Gotta go do another 15hrs just with no sleep this time. Good talking and hearing you guy's.
Old thread you guy's may need to dig around to find the good ones as everyone remembers the lame and not the good.
Factory Ls3 heads were used and a 427 like Diet's just with a Lq iron block. A more sportier intake As old Diet did use a Holley High ram but the factory intake was tested also. Very small exhaust header was used. There are good combo's and bad combo's the TFS cathedral style heads do good most all the time with any intake. It's all in the combination and small details. Gotta go do another 15hrs just with no sleep this time. Good talking and hearing you guy's.
05-07-2017, 06:52 PM
#143
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"But basically, if you want to make huge power, and you have the bore, the LS7 heads are still king. So any of the LS3 heads that are using LS7 type architecture, like TFS or MAST, would be the way to go. However, the MSD intake is a step above the FAST. At least on the LS7 platform.
In fact, it now has me rethinking my Procharger idea... a 440 Darton sleeved 5.3 (4.185x4) with a Mamo LS7 topend setup with an LLR could push 630-650 on 93 in my car)"
Jake a 440" w/ 4.185" Bore will make 630+ RWHP EASILY With either
MMS LS3 & FAST Mid-Length Runners or MMS LS7s & MSD,
11.7-12.0:1 Compression, 2" LTs, and LLSR ~(249/257 with LS3,
245/257 with LS7) Vacuum pump is worth 20+ with fbody oil pan
Above 6500 RPM due to crankcase pressure & windage.
In fact, it now has me rethinking my Procharger idea... a 440 Darton sleeved 5.3 (4.185x4) with a Mamo LS7 topend setup with an LLR could push 630-650 on 93 in my car)"
Jake a 440" w/ 4.185" Bore will make 630+ RWHP EASILY With either
MMS LS3 & FAST Mid-Length Runners or MMS LS7s & MSD,
11.7-12.0:1 Compression, 2" LTs, and LLSR ~(249/257 with LS3,
245/257 with LS7) Vacuum pump is worth 20+ with fbody oil pan
Above 6500 RPM due to crankcase pressure & windage.
05-07-2017, 08:09 PM
#145
Originally Posted by NAVYBLUE210
Jake a 440" w/ 4.185" Bore will make 630+ RWHP EASILY With either
MMS LS3 & FAST Mid-Length Runners or MMS LS7s & MSD,
11.7-12.0:1 Compression, 2" LTs, and LLSR ~(249/257 with LS3,
245/257 with LS7) Vacuum pump is worth 20+ with fbody oil pan
Above 6500 RPM due to crankcase pressure & windage.
MMS LS3 & FAST Mid-Length Runners or MMS LS7s & MSD,
11.7-12.0:1 Compression, 2" LTs, and LLSR ~(249/257 with LS3,
245/257 with LS7) Vacuum pump is worth 20+ with fbody oil pan
Above 6500 RPM due to crankcase pressure & windage.
I was thinking a little bigger with the LLSR - 254/266 114. Would end up not far off from your specs at temp. A 440 is a big *** motor with a lot of bore. But yeah, 12:1, 2" LT...
05-07-2017, 08:15 PM
#146
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Originally Posted by JakeFusion
I know. Improved Racing Baffle and Crank Scraper and a vacuum pump.
I was thinking a little bigger with the LLSR - 254/266 114. Would end up not far off from your specs at temp. A 440 is a big *** motor with a lot of bore. But yeah, 12:1, 2" LT...
I was thinking a little bigger with the LLSR - 254/266 114. Would end up not far off from your specs at temp. A 440 is a big *** motor with a lot of bore. But yeah, 12:1, 2" LT...
05-07-2017, 08:28 PM
#148
"But basically, if you want to make huge power, and you have the bore, the LS7 heads are still king. So any of the LS3 heads that are using LS7 type architecture, like TFS or MAST, would be the way to go. However, the MSD intake is a step above the FAST. At least on the LS7 platform.
In fact, it now has me rethinking my Procharger idea... a 440 Darton sleeved 5.3 (4.185x4) with a Mamo LS7 topend setup with an LLR could push 630-650 on 93 in my car)"
Jake a 440" w/ 4.185" Bore will make 630+ RWHP EASILY With either
MMS LS3 & FAST Mid-Length Runners or MMS LS7s & MSD,
11.7-12.0:1 Compression, 2" LTs, and LLSR ~(249/257 with LS3,
245/257 with LS7) Vacuum pump is worth 20+ with fbody oil pan
Above 6500 RPM due to crankcase pressure & windage.
In fact, it now has me rethinking my Procharger idea... a 440 Darton sleeved 5.3 (4.185x4) with a Mamo LS7 topend setup with an LLR could push 630-650 on 93 in my car)"
Jake a 440" w/ 4.185" Bore will make 630+ RWHP EASILY With either
MMS LS3 & FAST Mid-Length Runners or MMS LS7s & MSD,
11.7-12.0:1 Compression, 2" LTs, and LLSR ~(249/257 with LS3,
245/257 with LS7) Vacuum pump is worth 20+ with fbody oil pan
Above 6500 RPM due to crankcase pressure & windage.
05-07-2017, 08:42 PM
#150
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Originally Posted by blk00ss
I have my limiter set at 7500. Callie's compstat rods and 4.1 crank.
05-07-2017, 09:23 PM
#152
Thank you for all the excellent information everyone. Several excellent threads to read and review.
Recently, I spoke in detail with Gavin at SPS about the Haymakers. I think this aftermarket head with be cutting edge technology with an 11 degree valve angle, with is even better than the current crop of aftermarket heads. The attention detail for port velocity shows in the results with the head. SPS is a strong contender. The turn around time may not fit my window for this build. I think we will be hearing a lot of good things about Gavin & SPS.
To consider a LLSR for my Daily Driver TA that gets 8,500 miles to 15,000 miles a year, I would have to see credible evidence of a LLSR going 100,000 plus miles. Spring changes every 25,000, I have no issues with - that's maintenance same as a radiator flush. I had that done several times with 130,000 XE-R cam currently in the TA. My concern is the Solid Roller Lifters Living on the street at low rpm. Durability is a key factor for me to consider. All of the SR's I've seen get many street miles ended in tears but that was a long time ago. The Black Mamba's with dedicated roller oiling on both sides would probably live. All the goodies to do a LLSR build would add ~ $2000 to $2500 to the build (Black Mamba's & Jesel or T&D or Yella Terra) - not cost effective for me.
The TFS 255 LS3 looks well proven from what I've read...
The Molnar, crank was what I planned to use in a 403 build before scoring the ERL.
While the 600 - 700hp dyno's are amazing, I will be happy with a nice driving ~550 whp
Recently, I spoke in detail with Gavin at SPS about the Haymakers. I think this aftermarket head with be cutting edge technology with an 11 degree valve angle, with is even better than the current crop of aftermarket heads. The attention detail for port velocity shows in the results with the head. SPS is a strong contender. The turn around time may not fit my window for this build. I think we will be hearing a lot of good things about Gavin & SPS.
To consider a LLSR for my Daily Driver TA that gets 8,500 miles to 15,000 miles a year, I would have to see credible evidence of a LLSR going 100,000 plus miles. Spring changes every 25,000, I have no issues with - that's maintenance same as a radiator flush. I had that done several times with 130,000 XE-R cam currently in the TA. My concern is the Solid Roller Lifters Living on the street at low rpm. Durability is a key factor for me to consider. All of the SR's I've seen get many street miles ended in tears but that was a long time ago. The Black Mamba's with dedicated roller oiling on both sides would probably live. All the goodies to do a LLSR build would add ~ $2000 to $2500 to the build (Black Mamba's & Jesel or T&D or Yella Terra) - not cost effective for me.
The TFS 255 LS3 looks well proven from what I've read...
The Molnar, crank was what I planned to use in a 403 build before scoring the ERL.
While the 600 - 700hp dyno's are amazing, I will be happy with a nice driving ~550 whp
05-07-2017, 10:52 PM
#155
blk00ss did you see Frankenstein's new 254 TFS Cathedral program w/2.100" intake valves? I wonder how much you'd pickup with that on your 445? Intake goes from 348cfm @ .700 to 366... I bet they could just cut that in for you since the exhaust is untouched between the two.
Also, they have a 262 program and a 270 program off the TFS LS3 castings.
2.165" valve on the 262 and flows 385 @ .700" and the 270 uses a 2.180" valve and hits 393cfm @ .700.
Also, they have a 262 program and a 270 program off the TFS LS3 castings.
2.165" valve on the 262 and flows 385 @ .700" and the 270 uses a 2.180" valve and hits 393cfm @ .700.
05-08-2017, 12:01 AM
#156
blk00ss did you see Frankenstein's new 254 TFS Cathedral program w/2.100" intake valves? I wonder how much you'd pickup with that on your 445? Intake goes from 348cfm @ .700 to 366... I bet they could just cut that in for you since the exhaust is untouched between the two.
Also, they have a 262 program and a 270 program off the TFS LS3 castings.
2.165" valve on the 262 and flows 385 @ .700" and the 270 uses a 2.180" valve and hits 393cfm @ .700.
Also, they have a 262 program and a 270 program off the TFS LS3 castings.
2.165" valve on the 262 and flows 385 @ .700" and the 270 uses a 2.180" valve and hits 393cfm @ .700.
05-08-2017, 12:47 AM
#157
10 Second Club
05-08-2017, 01:26 AM
#159
10 Second Club
05-08-2017, 05:49 AM
#160
BTW - Regarding the RPM Magnum T56 & McCloud Twin disc. Two other drivers ( girlfriend and her son) have both driven the TA. The comments were the same. Drives better than before, the best the car ever has. RXT comments - drives easier than stock.
Girlfriend crew up driving farm trucks and is well experienced with straight drive.
The girlfriends son learned to drive straight drive on this cars stock clutch.
Big thumbs up on the RXT from three different drivers at various stages of experience and style of driving.
Girlfriend crew up driving farm trucks and is well experienced with straight drive.
The girlfriends son learned to drive straight drive on this cars stock clutch.
Big thumbs up on the RXT from three different drivers at various stages of experience and style of driving.