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Great stuff here mr Scott. Man this build is just awesome. Nick, looks like your going to have to learn this car again from all this new found power.
who did you guys have tuning it?
That is a nice pr checker. For them to have a patent on it, I see summit has their house brand listed just like it.
DarthV8r did 98% of the tuning. The first dyno shop has a great tuner who simply double checked the WOT AFR stuff for me, and smoothed out a bit of low speed load issues.
MS Racing Components designed that checker. I’m ASSuming that they sell to Summit under an agreement and Summit re-brands it? I bought mine from MS and had them custom build mine to the lengths I needed.
Good work Scott, Jaik, and Tony! All done on stock water pump, no vac pump, and long runners makes this more impressive.
Congrats Nick!
Thanks man. Yeah, it’s got all the factory accessories and the air blows ice cold. Tony doesn’t always get the credit he deserves on builds with his involvement. His knowledge gained from decades of cylinder head development and testing is a win for anybody looking to step up their game. I’m telling you guys…if you are considering an LS3 based build, these heads have raised the bar to an entirely new level in this hobby. Contact Tony and talk with him. In fact, I’m starting another build utilizing these exact heads on a 4.155 bore that you guys are gonna see later on. If this new build does what I’m thinking it might, my next personal engine for my hot rod will have 26X heads on it.
Just out of curiosity, was the original bearing problem a result of an oiling issue, or a bad downshift, or?
From what bearings I could actually analyze, it didn’t seem oil related. In fact, it lost pressure and Nick limped it a fair distance back to his Captains house and parked it there. Some of the bearings still had the red coating untouched. He isn’t afraid to flog it, so it was likely an overrev. I say that because the transmission was absolutely gone when it went to RPM…so shifting was iffy at best. Maybe Nick can elaborate on the flogging that night or a possible mis-shift?
He told me the next time he blows it up, he’s going to go sleeved block 440…he ain’t Skeered.
When I read transmission problems and spun bearings, I guessed it could have been a 5-2 or 4-1 shift, with a 5-2 being the heavy favorite. **** happens.
Its a custom grind I spec'ed and had Comp build for us....I have been using some of their newer lobe designs the last couple of years with good success and this cam is another example of that
It has a good bit of lift with the 1.8 rockers I supplied (.675 / .672) which helps tap into and take advantage of the cylinder heads higher flow portion of the curve.
That's awesome! I am finally getting to run a couple cams I did with Comp with their new low shock lobe families, one solid roller and one hydraulic. Both are extremely impressive. 7800 rpm on LS7's with TSP steel roller rockers no sweat. I feel they really stepped their game up. Shame Billy is no longer there. Acquisitions tend to hamstring the technical side of things.
20593477[/url]]Here’s a couple pics of me measuring pushrod pushrod length with my MS Racing Components tool. Buy one and you’ll throw your adjustable pushrod measuring tool in the trash can…it’s soooo easy to use and 100% accurate. I’m also checking wipe pattern here in second pic…
That ms racing pushrod tool is worth its weight in gold, one of the best “upgrades” you can buy. Soo much easier than those turn type checkers
That ms racing pushrod tool is worth its weight in gold, one of the best “upgrades” you can buy. Soo much easier than those turn type checkers
Literally took a 3-4 hour job with the adjustable length pushrod length checker, and turned it into a 1 hour job…to do all 16. And it’s extremely precise, no more messing with thread locker and wondering if the checker turned some. I recommend that everyone put one in their tool cabinet.
From: Coast of San Mateo County Between Pacifica & HMB
Congratulations Scott!
Outstanding results from precision and attention to details,
Tony's parts and recipe obviously contributed as well.
If I ever have the opportunity to have an engine built again you would be at the top of the list.
This was with stock LS3 injectors? I'm curious what the injector duty cycle was at. They must have been maxed out.
I was planning to use LS3 injectors on my 418 build, but I didn't think they would flow enough. I now have 80lb injectors, which I know is overkill. It's better than not having enough fuel though.
This was with stock LS3 injectors? I'm curious what the injector duty cycle was at. They must have been maxed out.
I was planning to use LS3 injectors on my 418 build, but I didn't think they would flow enough. I now have 80lb injectors, which I know is overkill. It's better than not having enough fuel though.
Stock 14 year old injectors. I’ll get you the duty cycle data asap, but I think we have room for more honestly.
When it let go, it was on a missed shift. The transmission had begun to go out prior, and didn't really want to shift at high rpm. It never saw over 7k, as the limiter was 6800 or so. But I was going for third and got nothing but grind. It never actually made it into a gear. I can only imagine the carnage a money shift would have brought.
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