Call *****00049404
Good stuff. 
Ls2 408 stroker
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I already get good rates and there were almost in half.
Very reasonable pricing which is why you don't read me complaining about the labour costs.
After engine is running right, remind me to state how much I paid in labour costs since the beginning.
You will be surprised,
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250/258 .660 .660 114 LSA +4
Compression is at 12:1.1
Do your magic!
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I already have a big comp cam already installed in the block that i'm going to run as a solid roller, it has 30 degrees of overlap. For N/A use. It's not a daily driver so not worried much about driving manners. If I do decide to keep the car N/A for good, i'm thinking around 13.3:1 cr which is where I am with flat tops (because these custom heads have only 49.5cc chambers) and run it on e85 should tame the cam a bit and make decent more power. I know it'll use approx 30% more fuel on e85 and it's not cheap here like the USA.
But if i do a lower comp ratio then I don't have to change the pistons again or remove the engine if I then decide to do a single turbo setup after this ls2 has been run and tested in the car as N/A, to make sure the valvetrain and everything else is in order. Because these ls7 heads are oddball from an ecr nascar team, I want to get it going n/a first to make sure everything is correct. I regret ever buying them but they owe me $3500 with the T&D rockers so I'm not backing out now. And ls7 heads make a lot of power boosted also, and I confirmed these do fit all the factory style intakes (thank god that wasn't also oddball) by bolting down the LS7 intake, so it's not all bad.
I will make a decision once the new year passes and finish it when I get time. I just need to measure for pushrod length and order and I already have just about everything else. The intake is an oem ls7 intake and I have a 102 warr tb. I don't see the intake being an issue? It will just flow more air than an ls6 intake. I'm thinking of it as it'll just be similar to a fast 102 intake on an LS2. I already have a 5500rpm 8" converter to go in the car (for N/A use) so any lack of torque under 5k rpm won't be an issue.
But if i do a lower comp ratio then I don't have to change the pistons again or remove the engine if I then decide to do a single turbo setup after this ls2 has been run and tested in the car as N/A, to make sure the valvetrain and everything else is in order. Because these ls7 heads are oddball from an ecr nascar team, I want to get it going n/a first to make sure everything is correct. I regret ever buying them but they owe me $3500 with the T&D rockers so I'm not backing out now. And ls7 heads make a lot of power boosted also, and I confirmed these do fit all the factory style intakes (thank god that wasn't also oddball) by bolting down the LS7 intake, so it's not all bad.
I will make a decision once the new year passes and finish it when I get time. I just need to measure for pushrod length and order and I already have just about everything else. The intake is an oem ls7 intake and I have a 102 warr tb. I don't see the intake being an issue? It will just flow more air than an ls6 intake. I'm thinking of it as it'll just be similar to a fast 102 intake on an LS2. I already have a 5500rpm 8" converter to go in the car (for N/A use) so any lack of torque under 5k rpm won't be an issue.
I remember you telling me about it a while ago.
They are some tiny combustion chambers.
With that high compression you will need a large camshaft and e85 would definitely benefit the combination.
When set up right that should be a weapon.
One thing to add though, if you are in the mid to high 4's and did have a dead or partially dead hole, it would flat our scream with all eight fully operational.
The final torque figure is 1088Nm
Now, take all of the above into account, you have very good compression and good cam events, and the fuel to support it, if you can get to 500 lbs tq around 5200 rpm, that will put your peak power at or near 6700, and a 550 rwhp numbers seems possible. But again, I'd call that the high end of what you can expect.
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Hate to burst any bubbles, but 650-680 is a high guess honestly. I'm assuming that is a flywheel number. I mean, 650 is realistic, assuming 100 hp for drivetrain losses, that would put you at 550rwhp (410 rwKW), but that's going to be the very high end, because it's an auto. Running right, this thing will end up around 530 IMO at the rear. There are other little optimizations that may or may not have been done, such as vacuum pump, manual steering, EWP, that can free up some power. and surprise you.
One thing to add though, if you are in the mid to high 4's and did have a dead or partially dead hole, it would flat our scream with all eight fully operational.
That's not realistic. that has to be converter flash or some other influence. That's 800 lbs of tq or 2 lbs per CI. 1.25 lbs per CI is a good rule of thumb, but I've seen as high as 1.27 NA. 2 lbs per CI outright not gonna happen. Fully sorted, locked converter, etc, the best you're going to get NA for torque (rear wheel) on a 402 is in the 500-510 (690-ish nm) range, and that is everything done right.
Now, take all of the above into account, you have very good compression and good cam events, and the fuel to support it, if you can get to 500 lbs tq around 5200 rpm, that will put your peak power at or near 6700, and a 550 rwhp numbers seems possible. But again, I'd call that the high end of what you can expect.
One thing to add though, if you are in the mid to high 4's and did have a dead or partially dead hole, it would flat our scream with all eight fully operational.
That's not realistic. that has to be converter flash or some other influence. That's 800 lbs of tq or 2 lbs per CI. 1.25 lbs per CI is a good rule of thumb, but I've seen as high as 1.27 NA. 2 lbs per CI outright not gonna happen. Fully sorted, locked converter, etc, the best you're going to get NA for torque (rear wheel) on a 402 is in the 500-510 (690-ish nm) range, and that is everything done right.
Now, take all of the above into account, you have very good compression and good cam events, and the fuel to support it, if you can get to 500 lbs tq around 5200 rpm, that will put your peak power at or near 6700, and a 550 rwhp numbers seems possible. But again, I'd call that the high end of what you can expect.
Previous hydraulic setup was at 1148nm at the rear.
Take 30% away and its around 750nm torque at rear wheels
I think the reading went higher when I fitted the 3:91 rear gears about 6 years ago.
The stock gears were 3:46.
Subtracting 30% away its around 750nm torque at rear wheels which is what would be making with the stock gearing.
The torque output is very good considering it has shorter runners.
There is no way I will make 410rwkw even if everything was perfect.
This would be LS7 or high end cathedral territory.
Once the lifter issue gets sorted the final tuning can finally be completed.
Might be converter flash.
Previous hydraulic setup was at 1148nm at the rear.
Take 30% away and its around 750nm torque at rear wheels
I think the reading went higher when I fitted the 3:91 rear gears about 6 years ago.
The stock gears were 3:46.
Subtracting 30% away its around 750nm torque at rear wheels which is what would be making with the stock gearing.
The torque output is very good considering it has shorter runners.
There is no way I will make 410rwkw even if everything was perfect.
This would be LS7 or high end cathedral territory.
Once the lifter issue gets sorted the final tuning can finally be completed.
Previous hydraulic setup was at 1148nm at the rear.
Take 30% away and its around 750nm torque at rear wheels
I think the reading went higher when I fitted the 3:91 rear gears about 6 years ago.
The stock gears were 3:46.
Subtracting 30% away its around 750nm torque at rear wheels which is what would be making with the stock gearing.
The torque output is very good considering it has shorter runners.
There is no way I will make 410rwkw even if everything was perfect.
This would be LS7 or high end cathedral territory.
Once the lifter issue gets sorted the final tuning can finally be completed.
As to power estimate, if 530hp is right, that's around 395 KW. Which if I remember from earlier in your thread is close to where you wanted to end up?
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That would make a lot more sense, but is still high. 750nm is 565 lbs torque, which is optimized LS7 territory. When looking at the curve, ignore the flash, and find the peak of the curve visually.
As to power estimate, if 530hp is right, that's around 395 KW. Which if I remember from earlier in your thread is close to where you wanted to end up?
As to power estimate, if 530hp is right, that's around 395 KW. Which if I remember from earlier in your thread is close to where you wanted to end up?
Years ago I remembered there was a formula to work out with rear gearing what the percentage difference you needed to subtract in order to get the proper torque reading.
From 3:46 to 3:91 it was around 30% and to 4:10 was about 37%.
Don't remember the exact figures.
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Yeah......let me see.....Know 4 a fact, just looking mind went straight to 700 @ the crank or close to it....Plastic BS intake....
Ok...Compare: U guy's do remember this guy....Less compression and cam......
https://www.enginelabs.com/engine-te...ild-with-ffre/
Ok...Compare: U guy's do remember this guy....Less compression and cam......
https://www.enginelabs.com/engine-te...ild-with-ffre/
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Yeah......let me see.....Know 4 a fact, just looking mind went straight to 700 @ the crank or close to it....Plastic BS intake....
Ok...Compare: U guy's do remember this guy....Less compression and cam......
https://www.enginelabs.com/engine-te...ild-with-ffre/
Ok...Compare: U guy's do remember this guy....Less compression and cam......
https://www.enginelabs.com/engine-te...ild-with-ffre/
Don't start with these crappy plastic intakes again.
I'm starting to hate them too.
Yeah......let me see.....Know 4 a fact, just looking mind went straight to 700 @ the crank or close to it....Plastic BS intake....
Ok...Compare: U guy's do remember this guy....Less compression and cam......
https://www.enginelabs.com/engine-te...ild-with-ffre/
Ok...Compare: U guy's do remember this guy....Less compression and cam......
https://www.enginelabs.com/engine-te...ild-with-ffre/
And remember, very few engines get magazine articles made from them. If 700 were common from a 403, it wouldn't get the article.
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Or this 1.....Flyin.....13.1 and a Hyd roller same Hp as Speedtrigger...*said this very same thing in the thread*....Again BS plastic intake...it's a cool intake if you want Tq...I'm not into heavy cars or trucks.. I like filling the cylinder Carb intake does it the best.
I'm Wasbi be 4 the name change....yeah i'm A hole & not just here...me and Uncle ER racing got the closest to what Flyin laid down...Also told him 800 fwhp was a cam swap....Later 800
https://www.yellowbullet.com/threads...hread.1905482/
I'm Wasbi be 4 the name change....yeah i'm A hole & not just here...me and Uncle ER racing got the closest to what Flyin laid down...Also told him 800 fwhp was a cam swap....Later 800
https://www.yellowbullet.com/threads...hread.1905482/
For some reason, that reminds me. I ran your new configuration through a quick excel model based on "Bell's Performance and Tuning", and it says 2" primaries would be your best overall match. Not like 1-7/8 is going to knock 30 hp off or anything, but for making 7K rpm power, 2" with 31" length will do you best.