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421 had a 9 easy. Super vic 4500 and a decent solid roller to about 7300... tq is hp. Best wishes on your new thought.
My builder said he's gave me a lil extra room besides typical race tolerance for P to V clearances with flycutting. As this my interpretation of a street engine ver.1 another head package awaits.
-5cc flat top piston( valve pockets for ls 3&7 heads) 62cc milled FED ls3 stg1 heads with 735 inches of lift. Zach said he can get the valves to clean the pistons of carbon..lol.
The 447 will be on Katech CNC 821 heads, LOD Speedworks intake,hydraulic roller cam, 102 throttlebody, and about 13 to 1 compression on E85, do you think I can get 9's with that ? Don't have the money to go solid roller right now.
Sounds like Flyin with his 402 and 13.1 comp and hyd. roller. Made around 706hp and a low 9 second pass Told him a solid roller would be good for a 8 second pass and 800 hp. Swap and it was a 8 second pass and 800 hp below 8k. Now this was with Chris Frank factory stg 1 ported heads. No matter how you cut it a 102 thru 110 mm tb isn't better than a 4500. Just something to ponder.
With my own junk, if i'm not at or above 750...... 750 was a goal with 11.8 compression same engine. Now we're at 13.2
Sounds like Flyin with his 402 and 13.1 comp and hyd. roller. Made around 706hp and a low 9 second pass Told him a solid roller would be good for a 8 second pass and 800 hp. Swap and it was a 8 second pass and 800 hp below 8k. Now this was with Chris Frank factory stg 1 ported heads. No matter how you cut it a 102 thru 110 mm tb isn't better than a 4500. Just something to ponder.
With my own junk, if i'm not at or above 750...... 750 was a goal with 11.8 compression same engine. Now we're at 13.2
Yes i know it isn't but I'm out of money and gotta make due with what I have
That's how it is.....I chose to pick and buy all parts I wanted 1st. Even went about creating my own heads and doing some ls3 rocker trick **** with a solid roller.
Ive heard otherwise from Steve @ R.E.D..... he told me the factory number 7 sleeve is known to to crack and that he fixes 3 or more monthly.
It must be something in the casting itself. If it was a sleeve issue, it would randomly be any cylinder. It not like you put all the defective sleeves in #7 every time.
It must be something in the casting itself. If it was a sleeve issue, it would randomly be any cylinder. It not like you put all the defective sleeves in #7 every time.
Not sure Darth.... my next block for myself go be a LS3. Im not go take no chances.
It must be something in the casting itself. If it was a sleeve issue, it would randomly be any cylinder. It not like you put all the defective sleeves in #7 every time.
This is a topic worth discussing imo. So strange that the #7 cylinder is lost very often, and in fact it is. I spend a decent amount of time over on Corvette Forum, or at least I used to before the engine guys left over there, and it seems like dozens of folks were losing #7. Steve @ RED told me same as tusky. Perhaps a front mounted TB plays into this issue? Thoughts?
This is a topic worth discussing imo. So strange that the #7 cylinder is lost very often, and in fact it is. I spend a decent amount of time over on Corvette Forum, or at least I used to before the engine guys left over there, and it seems like dozens of folks were losingg #7. Steve @ RED told me same as tusky. Perhaps a front mounted TB plays into this issue? Thoughts?
Thought i was the only one on here that have heard that but i guess not. Good looking out....
It's the steam port setup... #7 runs leaner and hotter compared to the other cylinders. Put your fattest injector on it (if flow-matched or flow-benched) and run an aftermarket steam port setup. Otherwise, the way air is distributed with a plastic manifold, #7 leans out more than the others. The fix is a carb style intake... or the injector/steam port method. This has been known for a good decade or so?
It's the steam port setup... #7 runs leaner and hotter compared to the other cylinders. Put your fattest injector on it (if flow-matched or flow-benched) and run an aftermarket steam port setup. Otherwise, the way air is distributed with a plastic manifold, #7 leans out more than the others. The fix is a carb style intake... or the injector/steam port method. This has been known for a good decade or so?
It's the steam port setup... #7 runs leaner and hotter compared to the other cylinders. Put your fattest injector on it (if flow-matched or flow-benched) and run an aftermarket steam port setup. Otherwise, the way air is distributed with a plastic manifold, #7 leans out more than the others. The fix is a carb style intake... or the injector/steam port method. This has been known for a good decade or so?
Correct on your assessment of cylinder 7 running hotter and leaner making it prone to detonation. A couple of more reasons for this. The LS7 head gasket doesn't provide enough coolant flow around cylinder 7. By the way, cylinder 5 is also prone to cracking but to a lesser degree than 7. Next the factory fuel rail feeds cylinder 7 last which leads to a lean hole. If you pull the plugs when tuning this will be visible. Answer is to replace the fuel rail with one designed for performance use, one with a return line. That will equalize the fuel flow to every injector.
Correct on your assessment of cylinder 7 running hotter and leaner making it prone to detonation. A couple of more reasons for this. The LS7 head gasket doesn't provide enough coolant flow around cylinder 7. By the way, cylinder 5 is also prone to cracking but to a lesser degree than 7. Next the factory fuel rail feeds cylinder 7 last which leads to a lean hole. If you pull the plugs when tuning this will be visible. Answer is to replace the fuel rail with one designed for performance use, one with a return line. That will equalize the fuel flow to every injector.
Or you can modify the stock fuelrail. I have an inlet on each rail and used the stock inlet as return to regulator. 58 psi all over.
07-07-2019, 01:26 PM
