427 on a budget?
443 for the first one and for the second one you listed two strokes. I'm assuming you meant a 4.10" stroke such as Eagle's offering combined with the standard 427 bore of 4.125". That would yield a 438.
Sorry I did not word it too well, but I wanted to know what the total CI would be with the same 4.200 bore using different cranks one you answered what about a 4.10 stroke crank and what about a 4.125 stroke crank? If I were to go all bore and use my stock crank what CI would that be with a 4.200 bore with the stock crank? Thanks for your calculations.
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Joined: May 2005
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From: 8000DA Land
Originally Posted by gator's 99TA
i think you are going the wrong direction. but thats just me. you feel as if the 346" ls1 is not a strong motor for your needs?
besides, 383LQ4SS (al jones of tampa) just had his short block iron ls1 put together (414 or 415") for under 6K. he is goign to make around 1000 rwhp
besides, 383LQ4SS (al jones of tampa) just had his short block iron ls1 put together (414 or 415") for under 6K. he is goign to make around 1000 rwhp
Mix and Match on parts Heads/Manifolds Mix n' match confusion:
1. The LS2/LS6/LS7/C5R heads all have the same "D" shape exhaust ports. The LS1 & LQ heads are round.
2. The LS1/LS2/LS6/LS7/C5R and LQ heads all have the same exhaust port location and bolt pattern so headers and exhaust manifolds are all interchangable.
3. LS1/LS2/LS6 and LQ heads all have 15 degree valve angles, similar intake shape and bolt pattern, so all OEM intake manifolds and ones based on it such as the Holley & FAST are basically interchangable.
4. LS2 heads are indexed to a larger bore and may not be able to be used on a smaller bore block. LS1 & LS6 heads can be indexed for larger bore blocks
5. LS7 & C5R heads are indexed to larger bores and can not be used on bores smaller than 4.060"
6. LS7 & C5R heads have similar rectangular shaped intake ports rather than the Cathedral "window" type of the LS1/LS2/LS6 & LQ heads. therfore these previous intakes will not fit/line up
7. LS7 has 12 degree valve angle, the C5R head has an 11 degree valve angle. These can be considered a raised port position and will not accept previos intake manifolds.
8. Likewise the LS7 intake manifold therfore cannot be used on the LS1/LS2/LS6 & LQ heads.
9, The LS7 has an OEM type intake manifold bolt pattern whereas the C5R head has a bolt pattern for a Kinsler FI system....so an LS7 intake will neither fit an LS1/LS2/LS6 & LQ head nor a C5R.
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1. The LS2/LS6/LS7/C5R heads all have the same "D" shape exhaust ports. The LS1 & LQ heads are round.
2. The LS1/LS2/LS6/LS7/C5R and LQ heads all have the same exhaust port location and bolt pattern so headers and exhaust manifolds are all interchangable.
3. LS1/LS2/LS6 and LQ heads all have 15 degree valve angles, similar intake shape and bolt pattern, so all OEM intake manifolds and ones based on it such as the Holley & FAST are basically interchangable.
4. LS2 heads are indexed to a larger bore and may not be able to be used on a smaller bore block. LS1 & LS6 heads can be indexed for larger bore blocks
5. LS7 & C5R heads are indexed to larger bores and can not be used on bores smaller than 4.060"
6. LS7 & C5R heads have similar rectangular shaped intake ports rather than the Cathedral "window" type of the LS1/LS2/LS6 & LQ heads. therfore these previous intakes will not fit/line up
7. LS7 has 12 degree valve angle, the C5R head has an 11 degree valve angle. These can be considered a raised port position and will not accept previos intake manifolds.
8. Likewise the LS7 intake manifold therfore cannot be used on the LS1/LS2/LS6 & LQ heads.
9, The LS7 has an OEM type intake manifold bolt pattern whereas the C5R head has a bolt pattern for a Kinsler FI system....so an LS7 intake will neither fit an LS1/LS2/LS6 & LQ head nor a C5R.
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slt200mph, nice acheivment on sales rep. Props to that, so im 17 wana sell me a cheap vette? ahha
o and to get on topic, 427 would be a nice motor to have if you had some FI, i am going to a 383 stroker, afr 195cc heads, LT, and a 200 shot of N20 thats a good setup in my opinion. And yes i know there is much more for a 383.
o and to get on topic, 427 would be a nice motor to have if you had some FI, i am going to a 383 stroker, afr 195cc heads, LT, and a 200 shot of N20 thats a good setup in my opinion. And yes i know there is much more for a 383.
Originally Posted by 87calais
457 for the 4.125, 401 for stock stroke, 4.1 = 454
Originally Posted by 1993CaMaRoZ28ofIdAhO
slt200mph, nice acheivment on sales rep. Props to that, so im 17 wana sell me a cheap vette? ahha
o and to get on topic, 427 would be a nice motor to have if you had some FI, i am going to a 383 stroker, afr 195cc heads, LT, and a 200 shot of N20 thats a good setup in my opinion. And yes i know there is much more for a 383.
o and to get on topic, 427 would be a nice motor to have if you had some FI, i am going to a 383 stroker, afr 195cc heads, LT, and a 200 shot of N20 thats a good setup in my opinion. And yes i know there is much more for a 383.
The least expensive Corvette in my inventory at this time is a 2000 Convertible with a price of $28000..
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maybe i'm missing something... I've been lurking around the Gen IV section awhile and i've decided my path... Final project TT 427 stroked 6.0 iron block with GM's up and coming heads/ intake Forged buttom etc etc.. yeah lots of work and not cheap... but I think i've found many ways to build strong motor for little cost... what I don't understand is why would you spend all the money to sleeve a motor?? It just doesn't seem smart.. I guess if you are rich and like spending a **** ton of money it's something to brag about to your buddy on who spent more.... but seriously.. all this talk about resleeving to get a 4+ bore.. why not save the cash can just stroke a 6.0.. if you sleeve what are you looking at ??? at min. new pistons.. i'm sure you can use the old rods and crank if you like.
but to me this is what I see
Sleeves (not cheap) work to get them in (not cheap) new pistons not cheap.. recycle old rod and crank... eh... or
6.0 iron or even LS2, New crank, rods and pistons would cost less than the above... if i'm wrong please let me know... I"d love someone help save me from making a mistake if i'm wrong.
I guess I just don't understand why... maybe if their was a shortage in 6.0L or LS2 blocks I could see that but theirs not so why????
but to me this is what I see
Sleeves (not cheap) work to get them in (not cheap) new pistons not cheap.. recycle old rod and crank... eh... or
6.0 iron or even LS2, New crank, rods and pistons would cost less than the above... if i'm wrong please let me know... I"d love someone help save me from making a mistake if i'm wrong.
I guess I just don't understand why... maybe if their was a shortage in 6.0L or LS2 blocks I could see that but theirs not so why????
http://www.rapidmotorsports.com/mode...=2&intYearId=3
Now tell me thats not a good deal, Im just sorry I have a 402 new block sitting in my garage waiting for AFR heads when I could have bought a 427 built for not much more. Killer deal
Now tell me thats not a good deal, Im just sorry I have a 402 new block sitting in my garage waiting for AFR heads when I could have bought a 427 built for not much more. Killer deal
