DeStroked LS7 anyone?!?
Seems like a trade of a bit of low end torque for a huge gain of HP with much more RPM!! definitely makes use of great breathing cylinder heads that have increased exhaust and intake flow! Seen some serious spread in Intake/Exhaust duration with a bunch extra in exhaust side.
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From: Coast of San Mateo County Between Pacifica & HMB
Seems like a trade of a bit of low end torque for a huge gain of HP with much more RPM!! definitely makes use of great breathing cylinder heads that have increased exhaust and intake flow! Seen some serious spread in Intake/Exhaust duration with a bunch extra in exhaust side.
With stock LS3s +12-16* Exhaust Duration.
Aftermarket LS3s +6-10* Exhaust Duration.
7500+ Rpm, LLSR Ideal.
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http://www.superchevy.com/how-to/engines-drivetrain/1604-how-to-upgrade-a-stock-eliminator-copo-camaro-ls7-engine/
Great article and both GM and SAM used huge spread at 0.050 to make great Power... 233/276 and SAM used 258/276 with class limited lift of .641 by SAM great article
Great article and both GM and SAM used huge spread at 0.050 to make great Power... 233/276 and SAM used 258/276 with class limited lift of .641 by SAM great article
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From: over dere
If you have the block and heads then the expensive part is done. Custom pistons aren't too bad. Put a good rod and piston and it'll go 7500+ forever.
IMO even stock ls3 heads will work decent on a 388 at that RPM. Just don't use a stock ls3 intake. The harmonics are wrong for what you're doing
IMO even stock ls3 heads will work decent on a 388 at that RPM. Just don't use a stock ls3 intake. The harmonics are wrong for what you're doing
Originally Posted by NAVYBLUE210
With stock LS3s +12-16* Exhaust Duration.
Aftermarket LS3s +6-10* Exhaust Duration.
7500+ Rpm, LLSR Ideal.
Aftermarket LS3s +6-10* Exhaust Duration.
7500+ Rpm, LLSR Ideal.
Originally Posted by Rudy72
Seems like a trade of a bit of low end torque for a huge gain of HP with much more RPM!! definitely makes use of great breathing cylinder heads that have increased exhaust and intake flow! Seen some serious spread in Intake/Exhaust duration with a bunch extra in exhaust side.
So don't tell me the splits are too big or LSA is wrong. Tell me what valve events you would change.
A48 degree IVC and a 60 degree EVO will give you a 12 degree split unless you seriously bias the overlap to the intake side, which is a bad idea on a ls3 design head. Those valve events support high rpm. You bring the EVO later, you end up restricting the ability to carry past peak.
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From Rudy 72 :Seems like a trade of a bit of low end torque for a huge gain of HP with much more RPM!!
I understand that he(Firehawkls7) has the crank & block yet you do know the formula for this Huge gain also compared to what.
HP = Torque x RPM ÷ 5252. So bigger is better and a larger cam takes care of the RPM so an even better gain in HP. Without as many RPM's as a(Screamer!!!)
Not hating just wanna make Sure We all stay on the same page for facts. And that it's cool to build something that differs from the Norm.
Last edited by Patron; May 18, 2017 at 06:45 AM.
Originally Posted by Patron
I understand that he(Firehawkls7) has the crank & block yet you do know the formula for this Huge gain also compared to what.
HP = Torque x RPM ÷ 5252. So bigger is better and a larger cam takes care of the RPM so an even better gain in HP. Without as many RPM's as a(Screamer!!!)
Not hating just wanna make Sure We all stay on the same page for facts. And that it's cool to build something that differs from the Norm.
HP = Torque x RPM ÷ 5252. So bigger is better and a larger cam takes care of the RPM so an even better gain in HP. Without as many RPM's as a(Screamer!!!)
Not hating just wanna make Sure We all stay on the same page for facts. And that it's cool to build something that differs from the Norm.
Look at a 383 vs 346. 383 tends to peak earlier and fall off faster vs 346. Same concept here, except the bore is so much larger you're giving up less torque vs what you gain in shifting peak power higher AND carrying past peak.
Maybe another comparison is look at the destroked LS7 388 vs the stroked LS1 383. You can do so much better on the heads with that 4.125" bore 388, lower parasitic losses, etc.
If you have the 4.125" bore you should run the LS7 heads due to the Ti valves.... and more potential flow (360cfm stock vs. 330cfm for LS3). Also the LS7 heads allow the superior MSD Atomic intake which is key to making power. There is no reason why you can't spin the LS7 stuff to 7500rpm.
The main downfall is losing nearly 40 cubic inches as that will be around 50rwtq less all across the board like others have said. If you aren't going to run a single plane LS3 intake or similar that will take advantage of higher RPMs and a solid roller cam... there is no real advantage to putting that combo together. Above the 7500rpm range is when the stock oiling system also can create issues.... due to the gerator style oil pump. Kurt Urban informed me of that.
If you need an LS7 crank/Ti rods I have some for sale in the classifieds...... wet and dry sump style crank.
The main downfall is losing nearly 40 cubic inches as that will be around 50rwtq less all across the board like others have said. If you aren't going to run a single plane LS3 intake or similar that will take advantage of higher RPMs and a solid roller cam... there is no real advantage to putting that combo together. Above the 7500rpm range is when the stock oiling system also can create issues.... due to the gerator style oil pump. Kurt Urban informed me of that.
If you need an LS7 crank/Ti rods I have some for sale in the classifieds...... wet and dry sump style crank.
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Darth that May sound good to a Rookie but how much RPM would or does it take to make 900 at the crank vs a 454 or 427.... with the shorter stroke. This IS NOT F1. Real life. And the Valve lift can stay the same with the same heads so Now I would say add Durationand your shark bait. Or better stated lets add some stroke to the under 400 Ci class racing that reach 9-11k for rpm. I'll say it like this, someone took a 388 and made Hp in the 700 ball park Speedtrigger took a 402 and made the Same hp. So go figure. I just know how to make a number with anything. It's simple make more with more CI with less RPM. Sound about right. And I'll stay at 6.6 liters and can ball park Most under that are under 900 with 1 that's needing parts(No big names that post on here BTW). A number is just a number just dependent on how we want to obtain it. I'm at 6.6 liters using a small bore. Yes the bigger bore is better who doesn't know that yet lets do the AVG with the same bore vs smaller crank/bigger crank JAWS is near the shore.
Last edited by Patron; May 18, 2017 at 02:56 PM.
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No hate Darth. To whom much is given much is Req. I study hard so no class IS needed
GNX I know you know. So lets say you take the 388, so what would it take to make 700 @ the RW . We've got J.B. and it told or said it all, how much RPM Would it Take to make 700 @ the rear with the 388 Big bore/short stroke. Oh BTW the MSD and Fast don't like that much rpm to make the Avg larger crank # Or even a 6.6. Do you know of EMC it's Avg's not just PEAK and still wanting the most out of any Combination. I'm still looking for a Sponsor for a Lsx Dr/Ct head combo that's what makes this Funny with a Killer mid flow for a smaller bore size. And we are talking about VE seriously VE. qoute: from Allen Iverson on not making practice.
HP = Torque x RPM ÷ 5252. so what's missing with the VE?
GNX I know you know. So lets say you take the 388, so what would it take to make 700 @ the RW . We've got J.B. and it told or said it all, how much RPM Would it Take to make 700 @ the rear with the 388 Big bore/short stroke. Oh BTW the MSD and Fast don't like that much rpm to make the Avg larger crank # Or even a 6.6. Do you know of EMC it's Avg's not just PEAK and still wanting the most out of any Combination. I'm still looking for a Sponsor for a Lsx Dr/Ct head combo that's what makes this Funny with a Killer mid flow for a smaller bore size. And we are talking about VE seriously VE. qoute: from Allen Iverson on not making practice.
HP = Torque x RPM ÷ 5252. so what's missing with the VE?
Last edited by Patron; May 18, 2017 at 05:40 PM.
Patron, no hate received or interpreted. I enjoy these actual tech discussions. I've seen so many underperforming stroke motors I look at bore as way more value than stroke
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Darth I understand yet I'm not that guy...... I'll burn it . Any time I say it someone on here Confirms me I'm that dude. I'm the guy who says 1k in lifters on a junk yard dog. If factory ls3's don't hit what I say 750 plus... Burn baby burn. I do have friends and they've been doing what some say is fast. Friends use to compete with C. Roddy and I only talk to whom and they don't come here. Oh I'm that guy or believe I am. I don't look for the Hear say if Hp is given we can make it hook. I never left TX with work Done. And I post facts nothing less will work.
No dyno time yet if I tell you what I have in a Lq you would be Stupid to think I can't get what I Want Or Have. 750 plus @ THE CRANK OR I'LL BURN IT WITH FACTORY LS3 Heads. So a 388 big bore 8-- fwhp I'm doing that with factory blocks and LS7 heads YOU or any one Else can't have. 1 off's. TFS/mast or AFR mean Nothing to me.I just hit that Mark or get that # or $
No dyno time yet if I tell you what I have in a Lq you would be Stupid to think I can't get what I Want Or Have. 750 plus @ THE CRANK OR I'LL BURN IT WITH FACTORY LS3 Heads. So a 388 big bore 8-- fwhp I'm doing that with factory blocks and LS7 heads YOU or any one Else can't have. 1 off's. TFS/mast or AFR mean Nothing to me.I just hit that Mark or get that # or $
Last edited by Patron; May 19, 2017 at 12:00 AM.