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More parts arrived! Holley drop in with 525 pump showed up yesterday. I also decided to go with the Mast windage tray for 4.00-4.125” cranks. I know you can use washers to space the factory tray enough to clear, but personally didn’t want to go that route.And I also got a few videos from my engine builder this morning! Block preparation has begun. I believe I have all the little tidbits to complete this long block now.
On a steam vent kit, I believe the ls3 head have the rear ports blocked off. I can’t verify with my personal set at the moment, but, is the angle of engine the only reason to run the rears? I want to run a 4 port but if it’s unnecessary to tap the rear ports even if my engine isn’t angled incorrectly, I will just stick with 2 port on the fronts
I guess the other added reason is the 4 port hard line kits look good and I wouldn’t mind one under my HR intake. Lol
Hopefully the last round of parts I need ordered for longblock. Now I sit back and waiting on machine shop to assemble. I found a truck pan on marketplace for $40, and for peace of mind picked up a new pick up tube. Oil pump is 10295
Circle D spec’d me at a 6F-PX which is a 245mm and flash around 5000. Figured I would pair that with the 6L80/90e trans and probably a 3.42 rear gear.
I have the ability to pick up essentially a brand new 6L trans from someone at an amazing deal. And frankly, I am not a fan of 4L trans whatsoever.
I will save my next posts for the assembled longblock. Really wish I could get it on an engine dyno to take the edge off my anticipation. But $700-800 just for some dyno #’s is out of budget to maintain progress on this build.
I am wondering if I should step my compression up, I am only at 10.78:1 with +10cc dish pistons. Maybe I should have opted for +3cc pistons to put me around 11.5:1???
I am wondering if I should step my compression up, I am only at 10.78:1 with +10cc dish pistons. Maybe I should have opted for +3cc pistons to put me around 11.5:1???
you’re sticking with the 862’s right? If so, milled head should get your chamber low. If you are limited to 91 I would go 10.5-11.0:1
Scratch that idea, I need to get familiar with e85 being ethanol and not regular gasoline!!!! XD Quick reading always has me thinking they are referring to regular pump gas under 87 octane rating lmfao...
I think I am near 65-66cc's on my 832 heads just guessing from some CC'ing I did with a cheap piece of flimsy plexi-glass. I am going to take them to get looked over and possibly get milled a hair if they are above 65cc. I would also be running a low duration torque cam so that would give me a bit higher dynamic CR.
Last thing I want to be doing on my build is checking ethanol levels. I know you can add a sensor to check it but that is another realm of tuning I don't want to explore yet
Scratch that idea, I need to get familiar with e85 being ethanol and not regular gasoline!!!! XD Quick reading always has me thinking they are referring to regular pump gas under 87 octane rating lmfao...
I think I am near 65-66cc's on my 832 heads just guessing from some CC'ing I did with a cheap piece of flimsy plexi-glass. I am going to take them to get looked over and possibly get milled a hair if they are above 65cc. I would also be running a low duration torque cam so that would give me a bit higher dynamic CR.
Last thing I want to be doing on this build is checking ethanol levels
i am glad to see you are doing an aftermarket cam. When I saw your post about running the tiny cam in the 408 I cringed.. not saying you need a big cam, but bigger to atleast make your $$ spent worthwhile
i am glad to see you are doing an aftermarket cam. When I saw your post about running the tiny cam in the 408 I cringed.. not saying you need a big cam, but bigger to atleast make your $$ spent worthwhile
As to not steal the OPs thread I will be starting my build thread possibly today so we can cover what I will and won't do lol.
How do people run these things with ethanol would be a big question of mine. Test every batch of fuel or have the proper ecm with an ethanol sensor or just under tune for safety?
Last edited by Guy with a Chevy; Sep 12, 2024 at 11:54 AM.
As to not steal the OPs thread I will be starting my build thread possibly today so we can cover what I will and won't do lol.
How do people run these things with ethanol would be a big question of mine. Test every batch of fuel or have the proper ecm with an ethanol sensor or just under tune for safety?
Probably the length of your erection at TDC...
I don't normally post but that is some funny **** right there.
[QUOTE=Guy with a Chevy;20576021]As to not steal the OPs thread I will be starting my build thread possibly today so we can cover what I will and won't do lol.
How do people run these things with ethanol would be a big question of mine. Test every batch of fuel or have the proper ecm with an ethanol sensor or just under tune for safety?
Flex fuel. Sensor reads ethanol content and adjusts timing. Tuner needs to establish a 91 fuel tune and then also tune for ethanol. Computer will adjust accordingly
its a quick google search to find any info relating to e85 sensor and tuning
Scratching my head on intake manifold choice. Originally, I planned on the FAST LSXHR. Pulling 7000-7500 range. But after this test (only able to find 1 using 400+ cubes) it appears the LSXR can be a solid candidate. What do yall think?
I have seen every test on stock cubes, BUT, it appears the LS3 manifold is out gunned by the LSXR (which usually isn’t the case on a LS3)
I think I may be leaning towards the LSXR now. A lot better midrange and only sacrificing a little up top
I will ask this, using a 5K converter, is there even a need to worry about mid range power here? Again, truck will be a street strip combo. Primarily street. 90/10
*edit* I guess this isn’t really a great test for my setup either. Seeing they only rev to 6600 I’m sure the HR will making that much more power up top. But it is interesting to see mid range gains
Wait a minute you are the OP of this thread!!! Man where are my brain cells going?
If I could afford an intake like that I would have a boat instead XD
Well to be honest without guidance of what to expect with the .550 lift Torkinator from summit in a 408 with a stock intake and exhaust all I can do is findout. I will absolutely be taking it to a dyno after I get the tune squared away myself.
I will also be running a stock converter on mine and never plan to change the 6k rev limit. The way I like to drive things it will do just fine in the lows and don't want to shorten its life or see how much power I can get out of it like most people here.
Awesome build though I like seeing the shiny stuff with out purchasing it :]
watching this thread closely. My build has eerily similar goals w a few differences. SS416, 12:1 comp., 7500-8k redline, stock ported heads, hi ram, 4k stall, stock rockers w CHE upgrade and PAC 1209x’s per GPI recommendation. 200 shot w/ q16 in a stand-alone. Wondering what it would make through a c6 stock 6l80, 2.73 gears. Watching for the details needed to get to desired compression. From what GPI tech said a Mighty Mouse wild is sufficient, I was discussing my need for a vac pump but they are swaying me the other way, what do y’all feel regarding catch can vs vac pump for the combo?
watching this thread closely. My build has eerily similar goals w a few differences. SS416, 12:1 comp., 7500-8k redline, stock ported heads, hi ram, 4k stall, stock rockers w CHE upgrade and PAC 1209x’s per GPI recommendation. 200 shot w/ q16 in a stand-alone. Wondering what it would make through a c6 stock 6l80, 2.73 gears. Watching for the details needed to get to desired compression. From what GPI tech said a Mighty Mouse wild is sufficient, I was discussing my need for a vac pump but they are swaying me the other way, what do y’all feel regarding catch can vs vac pump for the combo?
Nice setup. In a c6 that is going to fly! I will run a MM catch can myself. Just curious, did GPI spec your converter size? I wonder if it’s based on vehicle. My combo is same and they told me 5K which I’m not mad about
From what they told me a 4k stall should be a minimum based on my intake choice. I could go bigger I suppose but this car is not a garage queen. It’s a daily cruiser/ bruiser. If I’m not taking it to work I’m street racing. For my small car it’s gonna be hell on wheels with the shot. My car will never see a supercharger or e85 so I’m limited with compression. Did you choose the -3cc for PTV clearance? I haven’t chosen rotating assembly yet but I want a valve relieved piston so I don’t have to do it myself and with this cam I wanna be sure I have clearance.
From what they told me a 4k stall should be a minimum based on my intake choice. I could go bigger I suppose but this car is not a garage queen. It’s a daily cruiser/ bruiser. If I’m not taking it to work I’m street racing. For my small car it’s gonna be hell on wheels with the shot. My car will never see a supercharger or e85 so I’m limited with compression. Did you choose the -3cc for PTV clearance? I haven’t chosen rotating assembly yet but I want a valve relieved piston so I don’t have to do it myself and with this cam I wanna be sure I have clearance.
No. I chose -3 because it was only reasonable option. The remainder for Wiseco was -15, -22, etc dish pistons for 4.075 bore. My goal with this build is nothing custom. All shelf parts. I don’t believe for a solid built 416 I needed anything custom. I’m not looking to break records, just a truck that will haul *** on primarily street and occasional track. And, it makes it easy to replace if something fails. These are dome pistons also but valve reliefs are deep enough to offset to technically a dish piston.
Scratching my head on intake manifold choice. Originally, I planned on the FAST LSXHR. Pulling 7000-7500 range. But after this test (only able to find 1 using 400+ cubes) it appears the LSXR can be a solid candidate. What do yall think?
I have seen every test on stock cubes, BUT, it appears the LS3 manifold is out gunned by the LSXR (which usually isn’t the case on a LS3)
I think I may be leaning towards the LSXR now. A lot better midrange and only sacrificing a little up top
I will ask this, using a 5K converter, is there even a need to worry about mid range power here? Again, truck will be a street strip combo. Primarily street. 90/10
*edit* I guess this isn’t really a great test for my setup either. Seeing they only rev to 6600 I’m sure the HR will making that much more power up top. But it is interesting to see mid range gains
LSXHR, all the way. It needs porting out of the box, but it works
Dropped off remainder of parts at engine shop to complete assembly! Bill is paid. Just waiting on the phone call to pick it up!
Also managed to find a front and rear QA1 shock setup for my truck with relocation kit. Talked guy down to $850. All brand new in packaging. Saved ~$400 there!
Installing everything this winter. Hoping for early spring for the first joy ride
More puzzles ordered. With how I want to run exhaust, stock gas tank needed to go. I will run the Herfurth exhaust system with equal length. I’m still a little ways away from ordering, but should I do 3” or 3.5”?
Also ordered a Boyd’s fuel tank to make exhaust fitment easy. Hopefully hurricane didn’t effect them. They seemed to be right along the edge of path being located in Ocala, FL.
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