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Your on it D as normal. I got 1 I've been wanting to show you also a 8 second pass with less motor than most of the Lsx I've or we've seen.

[QUOTE] This is why I said Blk00ss should or will be close to a 4 second pass... He'll do a 4 sec pass, speak it into existence. BES Nova build a little more info.

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I've noticed all small bore ls engines look for around 270+ @ .050 for 800. But we've noticed that for a Long time now. Let me get up..... and go. I've got some new homes to show you D. I'll send you some pics.

Darth_V8r

iTrader: (4)

IDK. I really like that 270/284-113+2 cam spec. IMO, that 414, the exhaust valve opens too late. probably why he noticed he didn't make the trap speed he should have. Also, that exhaust lift is pretty low vs the intake lift. Almost like it couldn't exhale enough to breathe in better?

99 Black Bird T/A

iTrader: (4)

Looking for 800 whp NA, while the HCI are definitely key parts here are a few random thoughts on less sexy components.

Something like Pantera EFI's advanced EFI PCM and tuning would help. Being able to adjust spark and fuel for each cylinder individually would help get the most of the potential.

Likewise at 8,000+ rpm Pantera EFI 's ign-1a coil packs that are designed for extreme applications would help.

Eagle crank? I think a very high quality crank with perfectly indexed would needed to ensure best accurate timing. I think cranks should be carefully considered and checked. I think a high quality crank would merit consideration.

ITB seems like a good choice

Reduced friction with special coatings might be worthwhile like Nikisil on the lifter bores and maybe cylinder walls.

Ideally reducing weigh in the rotating assembly is good. LS7 titanium rods might be worth considering.

Doesn't LPE have Flat plane crank? worth the effort and coat?1

Darth_V8r

iTrader: (4)

What are your thoughts on a Callie crank?

I thought the flat planes were not that great for 4� stroke?

A.R. Shale Targa

iTrader: (2)

More Malaysian hieroglyphics. Mister apostrophe

Darth_V8r

iTrader: (4)

Dammit!!!

Ok apparently the quote mark for inches does it too. ****.

99 Black Bird T/A

iTrader: (4)

Both of the Callies cranks I've had had experience with were good.
The Callies in the white RS was a 2nd from a defunct LS1TECH vendor because it was turned .010 under and it was balanced too heavy for the pistons & rods the engine builder selected. Had to have heavy metal removed. The crank was straight and throws correctly indexed. Machine work was very good. The Callies Compstar in the 99 TA seems to be good too but I'm assuming ERL checked it before using it.

4 inch flat plane probably not going to work out unless there is expert knowledge for that sort of application.

The LPE flat plane I read about was a 3.35 stroke. With a 4.125 bore that crank yields 358 cubes. It is very capable of 9,000+ rpm with the correct valve train. A max bore of of 4.185 and this crank would give about 366 cubes. The hp would be in the details, the heads and intake. Would make a high rpm screamer but might be a little nasty to drive around low rpm.

My friend that built the RS's 383 LS1 suggested a just for fun engine build with a flat plane crank like the LPE flat plane. Some of the parts we talked about to keep cost down. An old LS6 (lower cost) or LS7 block ( better). Used set of Wegner Nascar spec LS6 / 799 / 243 heads that already had titanium valves and hardware proven to make 620 hp flywheel and high ~575's in race car at 8,000 + rpm with LS7 lifters. Adding a​​​​ solid roller cam better lifters and springs would allow more rpm be a blast with ITB intake to let the heads breath. 700 flywheel seemed possible in theory from about 320 CID.

Adding bigger valves and a big bore ~4.185 bore with a Darton block make more power etc.

Jesel belt drive etc

​​​​Sort of a LS take on the high revving solid lifter 327 small block Chevy. I think it would be fun in a Saturn Sky

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HioSSilver

iTrader: (8)

One word......lsx454r

Or was that a word even.....idk

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Darth
My thing is it ran a 8.70 with not a lot. I researched the heads and the entire combo. Very simple with rpm and a glide.

Flat plane crank* is good to rev but most guys with HP prefer the Center counterweight cranks they don't flex as much and makes for a Happier bottom end.
Very Very Costly for just 900 hp or so at the crank.


I've talked with Steve @ RED around 4 yrs ago with the idea of a 4.230 bore. Not worth it to me, Steve said sealing would be crappy. Good idea....though on the lifter bores etc...... Also on the Eagle cranks they're not as good as Callies top of the line stuff ......or Winburg or what ever. But do work in the good hands of a good crank guy. K1 etc.... You guy's are getting over Budget. ITB and all this...Thought it was suppose to be simple and try to remain below cost.. Stroke is needed to help make the HP and keep the RPM down....

I listed those builds because I've research a lot of them and felt the need to put it out there. No reason to just keep it in my Email. Share.

99 Black Bird T/A

iTrader: (4)

That is a hell of a starting place

Darth_V8r

iTrader: (4)

There is something to be said for simplicity. Hio is good at cutting through the crap for sure

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The lsx 454r is good starting place.... seventeen-five or $17k think I'm around 13 with labor and assembly. Also I'm starting to think special heads and all this is not needed....
Factory Ls3 or Rowdy heads could and should work just need more CSA for the up in engine size. 400 CFM is not really needed though it may sound good.

Patron

458.0 ci this one's more realistic for me
Block 2k Dry resleeve 5.3 4.185 bore
Rods-Crank with balancing and work $1800 to $2k: Houston Engine and Balancing Jeff and Mile High cranks for re harding 4.125 to 4.162 custom stroke Gotta be different LOL.
Pistons & rings $1500-1700 Pistons with customs 1mm/1mm/2mm ring setup and Total Seal gapless rings
Cam & springs $1000 to 1200 Mike's cams are around 500 and depending on lift used for springs?...$500,600 to 700
Assembly $3500

Everything else I or guy's can reuse: intake,heads,lifters,rockers,vacuum pump,oil pan...etc Could send a set of heads out for more CSA that's all. Keep it simple and relatively cheap. Even use the stock ECU reprogramed by Schwanke.

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Trying to get past this pneumonia bug....Since Thanksgiving day still sick.
Here's 800 to the rear. Guys that been around for sometime may remember this.

Darth_V8r

iTrader: (4)

I think Schwanke built hammer's 388 bottom end. I keep thinking if a 388 can hit 630 RWHP, there's got to be plenty of room for a 440+ to hit 800.

Those LSX-DR heads ont he LSX454 from GMPP look pretty tasty

Patron

Yea till you have to buy Titanium valves and $2k rocker arms. I tried to price them out cheap but couldn't even with G. Goods reference on which heads to use. For a small bore being Lsx CT heads. Valves are moved closer than the DR and cost still came to over $5k

Darth_V8r

iTrader: (4)

That's nuts. Pay to play I guess, but damn

Patron

You do and you kinda don't.....RPM and larger engine size. If you have a few cubes and RPM it should help but as I asked you once before how much can 370 to 380 cfm support. If this gets the goal then High End race heads aren't Needed as good as it may sound. I had to come to this myself.

Darth_V8r

iTrader: (4)

I see what you're saying. 370 cfm should support 815, but that means the heads have to be damn near maxed out, which means no more room for moar