HP check LS3 sleeved 427
#1
HP check LS3 sleeved 427
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
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
#2
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
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
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G Atsma (03-16-2022)
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KW Baraka (03-16-2022)
#4
TECH Addict
iTrader: (7)
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
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.
Check the link!
LS Hot Street Supercharged Stroker - Cam Motion
KW
#5
:
Cam Motion has a stroker, supercharger cam.......238*/254*, 119* LSA + 4*, 8* Overlap.
Check the link!
LS Hot Street Supercharged Stroker - Cam Motion
KW
Cam Motion has a stroker, supercharger cam.......238*/254*, 119* LSA + 4*, 8* Overlap.
Check the link!
LS Hot Street Supercharged Stroker - Cam Motion
KW
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Pbarby (04-24-2022)
#9
#10
TECH Senior Member
iTrader: (4)
Boost-compression-ratio-chart may help with getting a rough idea of how much boost with various amounts of compression.
#11
Boost-compression-ratio-chart may help with getting a rough idea of how much boost with various amounts of compression.
Going for ~750-850rwhp and good street manors on 93 w room for more boost (of course).
#12
TECH Addict
iTrader: (1)
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 $$ for sure, but the 1.375 cubic inches per hole gain doesn't seem worthwhile, IMHO........
#13
Not trying to rain on your parade, but if you're only going from a 416 to a 427, there's not much gain there for the investment required. You're adding only a bit over 1 cubic inch per cylinder, 1.375 to be exact. Maybe I'm missing something here. But if I'm not, why not go with a 441? You're probably keeping the crank you have now, right? That would save $$ for sure, but the 1.375 cubic inches per hole gain doesn't seem worthwhile, IMHO........
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.
Last edited by Pbarby; 04-24-2022 at 11:01 PM.
#14
TECH Enthusiast
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
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
#15
#16
#17
TECH Enthusiast
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
https://www.enginelabs.com/news/making-your-stock-block-better-with-darton-mid-sleeves/
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
https://www.enginelabs.com/news/making-your-stock-block-better-with-darton-mid-sleeves/
Last edited by Mickyinks; 04-25-2022 at 01:05 PM.
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LCBE (06-04-2022)
#18
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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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Steve Demirjian
Race Engine Development
Oceanside, Ca.
760-630-0450
web: www.raceenginedevelopment.com/
e-mail: race-engine-development@***.net
Steve Demirjian
Race Engine Development
Oceanside, Ca.
760-630-0450
web: www.raceenginedevelopment.com/
e-mail: race-engine-development@***.net
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Corona (04-30-2022)