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Having my LS3 416 mid sleeved for boost, taking it to 427. (4” crank, 4.125 bore). LS9 ported heads.
might wait a year before I add boost. Cam now w 416 is 630ish, 240 255 114 +14. Not sure what the next cam will be. If not the same I wouldn’t mind a little better idle (less vibrations at idle).
how much crank hp/tq do you think I’d get before boost? LS3 intake, 1 7/8 LT, 3” true dual no cats.
Having my LS3 416 mid sleeved for boost, taking it to 427. (4” crank, 4.125 bore). LS9 ported heads.
might wait a year before I add boost. Cam now w 416 is 630ish, 240 255 114 +14. Not sure what the next cam will be. If not the same I wouldn’t mind a little better idle (less vibrations at idle).
how much crank hp/tq do you think I’d get before boost? LS3 intake, 1 7/8 LT, 3” true dual no cats.
Having my LS3 416 mid sleeved for boost, taking it to 427. (4” crank, 4.125 bore). LS9 ported heads.
might wait a year before I add boost. Cam now w 416 is 630ish, 240 255 114 +14. Not sure what the next cam will be. If not the same I wouldn’t mind a little better idle (less vibrations at idle).
how much crank hp/tq do you think I’d get before boost? LS3 intake, 1 7/8 LT, 3” true dual no cats.
Thanks
:
Cam Motion has a stroker, supercharger cam.......238*/254*, 119* LSA + 4*, 8* Overlap.
that does sound promising. Likely a smoother idle than what I have now. If the motor can be driven with this cam and without a sc for a year or so, what crank power do you think The 427 would produce?
that does sound promising. Likely a smoother idle than what I have now. If the motor can be driven with this cam and without a sc for a year or so, what crank power do you think The 427 would produce?
Thanks everyone. ~600 crank hp w blower cam above, sounds good.
How much boost could I safely add w pump gas? Can I get to 9-950 crank on 93?
Not trying to rain on your parade, but if you're only going from a 416 to a 427, there's not much gain there for the investment required. You're adding only a bit over 1 cubic inch per cylinder, 1.375 to be exact. Maybe I'm missing something here. But if I'm not, why not go with a 441? You're probably keeping the crank you have now, right? That would save $$ for sure, but the 1.375 cubic inches per hole gain doesn't seem worthwhile, IMHO........
Not trying to rain on your parade, but if you're only going from a 416 to a 427, there's not much gain there for the investment required. You're adding only a bit over 1 cubic inch per cylinder, 1.375 to be exact. Maybe I'm missing something here. But if I'm not, why not go with a 441? You're probably keeping the crank you have now, right? That would save $$ for sure, but the 1.375 cubic inches per hole gain doesn't seem worthwhile, IMHO........
great question, I don’t have a sensible answer. When I bought the 416 it was gapped for 150 shot w 11.1:1cr. I really wanted a sleeved 427 back then, but was trying to save a few grand. Over time, I liked the idea of boost more over n2o.
So,… going into the motor anyway for dished pistons to lower cr and gap rings. Keeping crank/rods.
Adding mid sleeves for longevity (hopefully), potential future boost increases, reduce piston rock and will still have a few rebuilds/bore if/when something happens…and I can call it a 427.
The mid sleeve is a wet sleeve isn’t it?
if that’s correct you will have to use motor plates , if you don’t youlll end up popping head gaskets with the block twisting
The mid sleeve is a wet sleeve isn’t it?
if that’s correct you will have to use motor plates , if you don’t youlll end up popping head gaskets with the block twisting
The mid sleeve is a wet sleeve isn’t it?
if that’s correct you will have to use motor plates , if you don’t youlll end up popping head gaskets with the block twisting
Not sure what is meant by 'motor plates', but I had a Darton LS1 MID 427 done by Steve@RED, and I didn't have 'motor plates', and never popped a head gasket. Just sayin'.......
The Darton mid sleeve is by definition a wet sleeve…. Unless they have a dry sleeve called a mid also
I used the darton mid sleeve in my original block… without the motor plates it was twisting the block and not sealing heads properly… was told i had to use motor plates to stop it from twisting
The LS1 was a stronger base for MID. Solid main bearing bulkheads and head bolt holes extending to the crankcase. The long head bolts are the answer as they are on the Coyote blocks. That's why you were good to go. It's a moot point now since I'm not doing the MID on the LS any longer and Darton doesn't have the sleeves. There is no reason to go to the expense of MID when a dry sleeved Gen IV is plenty good enough for most applications and less problematic with coolants and so on. For really high horsepower builds a Dart block is the solution. I'm a Dart dealer for that reason.
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HP check LS3 sleeved 427 
