F1 revs to 20,000 because it has to to make the power. You took an F1 engine and increased the stroke and thats the only change, the power would go up and the RPM's go down.

We've been over this a couple thousand times.

 

Alan futral did out of a 427.

 

I think Allen made 860 or so with their C5R which is outstanding.

 

Is this block a prototype, or are you shipping product now?


Kurt

 

Not to be rude but guys are running mountain motors with 5inch strokes to 8000/9000 rpm with 5inch bore pistons. Its been done. Good rods are the key and a strong crankshaft.

 

Yeah, now that you say that I remember he said that he thought he would be able to get around 900 with a little more tuning.

 

Don't trip guys, there are arleady bigger bore motors turning 10,000 RPM out of 4.5" of stroke and 11,x00 RPM out of 4" of stroke.

Needless to say the mountain motor example comes up for 9,000 RPM and that is exactly 5.65" of stroke. This is on a much bigger bore ( 5"? )

On pushrod valve train rpm limits, some are discussing ways to push it higher with reliability.

So example is the ET canted which is a 422CFM head with great air quality into the cyllinder.

This is going to be good for 900HP with single plane maxed out config.
And 1000HP with tunnel ram dual carbs maxed out config.

1200HP will likely necessitate a head closer to 500CFM on the intake, but im not going to say it cant be done, its just normally not done with only a 422 CFM head.

 

https://ls1tech.com/forums/showthrea...hlight=warhawk

Is this possible? This block was first put on sale in may?

 

427 and Stang,

It's not a prototype, it's one of the first three produced for R&D. Any minor changes will appear in the production blocks which I'm told will go to fill the 120+ block back-order in Jan.
That guy with 19 posts was selling maybe pictures of the parts. He might have ordered in May. WE JUST GOT THE FIRST THREE NOW! He was selling his place on line apparently.That thread went no where.

 

What kind of engine management was used?
So does this mean its possible to have a 454ci LSX DD in my 03 Silverado now?
(I wont be spinning 9000 rpm lol).

 

First of all, this is LS1TECH.com, and we don't care about Supra turbo engines in this section. Quit comparing the coulda-woulda-shoulda stuff. The rest of us that are interested in the latest and greatest LSX information don't need to see your fluff about 2JZGTE or BBC stuff. Ponder that stuff somewhere else besides this thread

AmericanMuscle, 454 LS1's have already been built with sleeved engines. As far back as 2-3 years ago in fact. Cubes aren't the main benefit of this block, just one of the bonuses.

 

turn key price please....

 

Gents,
Please direct any questions about plans or prices of the E/T build to their thread on LS1-6 or their web site.
It's only our block...

 

Well, I like the block. Looks like a winner. Congrats to ET and World. If you look at the ET thread, you'll see some pictures of the engine. It's a work of art.

Nine Ball, my appologies on the Supra engine comparison. It has a special place in my heart, but it should be known I've always stuck up for the Vette ahead of it (especially the LS1 and it's potential). But it's like 1A and 1B for me, just that 1B is slower on pump gas and costs more.

What I was trying to say is that 9500 is impressive no matter the platform. I hope to see some LS1s spinning that high one day, but with a lot of boost on them as well.

 

Jason at Katech raises some valid points.

I too am interested in the mechanical engineering aspects of this build. It's general knowledge that the art and science of consistently building winning competition engines are constrained by the realities of the laws of physics and ther related sciences. These undeniable and unforgivable rules of nature ultimately dictate the power, output and survivability of any competition powerplant. Everybody knows, to win the race, you must finish.

Any smart enthusiast will tell you, winning engines produce optimized power and torque directly applicable to the application and environment they are expected to operate within. Metalurgy, thermal and hydro dynamics, as well as chemistry and sophisticated computer modeling are all used to develop race engine componentry which will satisfy the application requirements.

I don't own a Katech product, however based upon my research, it appears they have built every winning C5R and C6R LeMans engines for a number of years. They also appear to have been involved with NASCAR in years past. This leads me to believe they may be taking a more scientific approach to engine building then most of us.

So, if you could kindly have somebody technically inclined address Jason's questions I would appreciate it. I am specifically interested in how the reciprocating mass would survive the estimated piston speed based on commercial off the shelf technology. I would also like to see what their thoughts are on the projected mass density and tensile strength requirements of the critical components maybe.

The internet is a wonderful tool and provides a broad based knowledge base for all. Unfortunately, it's also become a tool of sensationalism and misinformation.

From a credibility standpoint, please clarify the record based on facts.

Physics don't lie, as Enrico Fermi and Albert Eienstein proved to the world.

We owe it to all the readers of this forum to set the record straight.

 

holy ****** *****...

 

Warhawk 1 please refer the appropriate technical person to this thread.

thank you

 

Z06,
I did the solid modeling and design work on this block along with my boss. Many years of racing experience (NASCAR and NHRA) went into its design. As was previously stated this thread is specifically for discussion about the block and its merits in high horse power, high strain builds. We believe that the ET build is one of that type. It is not WORLDS build but ETs. All of your questions regarding the mechanical thoeries behind the direction they are going are not our concern. Please address those on their thread referencing this build. As was also previously stated we were not involved in the direction or component selection for the build, sorry not to be of more help in this area.

 

Thank you for your prompt response. For the benefit of the forum, do you mind sharing your modeling and conceptual design methodology?

By way of this post, I am seeking the same from other major recognized competition engine compentry and engine builders.

Forum sponsors: please respond.

Could you please provide me with the appropriate ET thread on this matter so they can share with us their approach?

thank you again

 

Actually the

1) lack of information
2) time to market
3) lack testing over time
4) Realibilty concerns
5) Delays

Are turning off at least several potential future consumers until this becomes tried and true. No one who can afford it, wants to buy a problem. In fact a few of us wrote you off are list as viable solution. By the time this get finally to market, I maybe contacting Jason for an LS9 build and that will be a 9,000 rpm capable motor. This is my choice.

I do however understand that is an all, "drag," build. I would like to see the questions answered in due course, but understand that you have no responsibility to do so and understand that you are in R&D.

I am just curious. If that comes from ET, you or any other distributor it sits fine with me.

So, on the plus side, it is very interesting to watch. My understanding is that Bill Mitchell was behind this. Is this correct? He helped me design a custom throttle body & port injection fuel system with Jim Enderle for my 600 cid. Hemi about eight years back.