big hammer

I could get this done with ls3 based heads and a fast intake

Patron

I'm sure you could please Show and do a cost for us I was around 10k in parts that's including a few parts being worked over IE... Crank etc.. done by Mile High Crank service around $500. Assembly 3k. Could go cheap with not doing the crank and have a 454 or 457.. with a 4.125 crank neither of which i like so cut the crank to do a custom cubic inch with bore and stroke. I know the cylinder length and it's longer than the standard LSX block sleeve being Darton and use there *6.0 rod Idea as GM must know something as this comes with All GM FACTORY backed Lsx 454 packages with warranty. Taller piston to help get the rings of the pin. Ring package it trick also stole that from the Gen 5 LT1 oh Baby! Man if you only Knew about a ring package. Hammer have you used Total Seal AP's with the gapless stuff? Think of that but even better with just as good seal but lighter. Oh Baby! Customization! We Said 800 to the Rear wheels show us how it's done with a FAST intake. BTW I think I said that Factory Ls3 heads can do this also ....what you gonna use the short runner? I know the answer. Please show us how it's done. What else you gotta do, you have the basic's heads & block ..... 1 Crank and Resleeve away. You're not starting from scratch or just rev it to the Moon. Darth said Pump Gas so no going to the moon with Compression...... E85 can be used if you live near it. I'm looking for 800 with a Auto or Manual trans it don't matter as I'm looking 900 min at the crank I'm good. They have great springs you'd need to check them every 3-5k nothing major. If your not alway beating up on things $h!+ tends to last longer.

big hammer

E85 will be an advantage as you can run like 13:1 compression or more

Patron

As is now I could possible get by on 93 octane..... rpm kills crank compression. I just don't like E85...I know about it but what happens when there's non near. Go to a small town and see if you find any in the South,South West or South East. No Go.

Secret Sauce.
108 unleaded 5gal drum added just because and a small meth kit to say I'm still NA. Free extra hp.

big hammer

Torco also makes a really decent true octane booster that takes 91 to like 105 or so. That's pretty easy to do.

G Atsma

I'm in central California and I NEVER see E85.

Patron

You guy's know and get it .....rpm helps kill it but you don't want to much cam you try to find the line. I say this in All Truth my uncle actually has a 355 with iron heads and dome tops for like 14 or something compression. I know this as he's pulled the heads and there sit's a big as Dome top piston with iron heads. Ran it on 93 octane for yrs he'd add a little race fuel every now and again. Around 50 miles everyday round trip and that's just going home .... He never does or did until, diabetes many a cold Budweiser's.

Patron

My thought now these days is Ring whatever the F* I can in a given RPM band and still be logical. Everyone can make 700 hp to the crank these days from the junkyard Honestly. That one dude made 721 with a 6.0 stock crank and Ls3 heads. Just tame it down a bit still got close or near 700. Stroke helps make it easier and not need as much RPM. It won't even notice the added cam duration we can work the Lsa to peak where needed or wanted.

KCS

iTrader: (20)

You guys should throw in and make it happen. Prove your claims.

big hammer

How much you lean into the throttle matters too

Patron

I wish I could KCS this stuff cost to put this stuff together......But the theory and formula is a known fact ...from Research. Builds don't lie and i steal what i need and move and use it as my own. I have the foundation 5.3 but cost....... I have other irons in the fire and works not paying what I thought. It's a idea me and Darth came up with for 800 to the rear and what's needed. I could resleeve the 5.3 and use the: crank, rods, Ls3 intake & heads,lifters etc...from the 408. The 408 stuff is just for the 408 except for lifters.

Would you like to see a 926 hp 440 that I looked and said this is the base line. Secret sauce time or updates with parts.

KCS

iTrader: (20)

I'm no stranger to 900+hp NA small blocks. I've already got a good idea what it takes.

Patron

This stuff is Common knowledge to me this is all I research high HP and non avg builds. I have others to baseline from Bookmarked..wink wink.

https://ls1tech.com/forums/dynamomet...e-dyno-na.html


KCS I know you do. This is what you do. I did want to ask you did the idea of the 2.165 valve in the TFS cathedral head work out or doable?

Patron

It's cool, to find the time to see what you can come up with and see how it would be attainable. Start from there and work it out piece by piece. If your not rich this is a must. I did buy a 5.3 thinking piece by piece. I buy all the parts and pay for labor. Same as the slutty Lq4 she has her turn with all the guy's. They gang banged the heck out that Lq is the joke I got . LMAO! Talking about my own Lq, as it's cheap & everyone knows about them.

KCS

iTrader: (20)

I'm just saying, there's a big leap to go from theory to execution. A build like this isn't just the right parts list. Makng it all work together is just as, if not more critical.

I still have those TFS heads with the 2.165"/1.55" valves. They'll be going on my 440ci shortblock that's in my Trans Am eventually, but for now, I have a stock set of 317's on it just to see what it does. I just have to mount the remote oil filter and run the lines and then it's off to the dyno.

Patron

I got you on the heads i was confused about the intake I saw... I know you wish they made runners for the TFS.


KCS if it goes into the right hands I have no Worries..TEAM project. We have a lot here in Texas. Nickens etc.... and parts and I'd live with it. Paying for Precision and *stuff does break that's just part of the game. It's all theory till the air and fuel hit the flame and we see what she spits out.

Patron

Damn you Shrunk your valve too....... I'm using the same 1.55 on the exhaust for the Ls7 heads and kept the 2.20. Freaking COOL!

KCS

iTrader: (20)

Yeah, the valve spacing on cathedral heads is tighter than the LS7 and LS3. I kept the exhaust valve small to make sure I had adequate clearance between the intake and exhaust valves.

A.R. Shale Targa

iTrader: (2)

I'm convinced that TWO per cube NA requires more than just money and a well researched parts list
Some of the premier shops in the county; and not necessarily LS only; have this uncanny ability to "wring the bitch out" No matter the shape of the valve cover.
These are air pumps and they often start out great and then tune them up from there. Often times adding 50-70 horsepower on top of an already impressive first pull. They are truly artists and their brush paints POWER

Patron

SAM,Nicken's, Niaser, Eric's up in Dallas, BES, Hinrick he's in the H selling Race engines to the Euro consumers 750 that's easy on parts 4 stock car and road racing. Top secret guy thru Jimbo* Reher Morrison. There's others just the guy's I've talked to and dealt with. It's all about who you know.

And don't forget the one and only Eric Roycroft. 790 fwhp out of a ls3 with parts laying around the shop he collected. That's a cold 1 ......Wonder? What could he do with my thought? LMAO! Helped me set up a non shaft mounted rocker system for Ls3 heads and .730 lift.

I know people...and if you got the $ they've got the time. I'd just buy parts. Not your AVG everyday bear here. That's why me and Darth and others get @ each other like we do. If I want to know you and learn something....I'm on you like a long lost Brother. How you been Brother? Make a Friend! I'll find you.