433 cid on the stock sleeve, L92 engine
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On The Tree
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From: Aguila, Arizona, USA
433 cid on the stock sleeve, L92 engine I am in the tuning stages with my new setup. This is in a 2000 C5 FRC road race car. Here are the spec's:
L92 block bored to 4.100"
Eagle crank, stroke 4.100"
Scat forged I beam rods, 6.125"
Diamond forged pistons, 6cc valve relief's, SCR 11.3, zero deck.
L92 heads, mild pocket porting on the intake and exhaust, no flow data.
Patriot dual spring kit, good to 660" lift (these are the latest springs).
Felpro 1041 head gaskets, .041" thick.
L76 intake manifold, unmodified w/ LS2 throttle body.
Comp cam's Extreme Marine lobes, 254/268, .646 lift, 113 +2
SDRE split front timing cover.
RAM 980 power grip clutch
I'd guess this is the first all L92, stock sleeve, 433 cid stroker motor running in a C5. I am very pleased with the results so far. Sorry, no dyno data yet.
Shirl Dickey
SD Racing Enterprise
C5 Corvette, The Black Mamba
L92 block bored to 4.100"
Eagle crank, stroke 4.100"
Scat forged I beam rods, 6.125"
Diamond forged pistons, 6cc valve relief's, SCR 11.3, zero deck.
L92 heads, mild pocket porting on the intake and exhaust, no flow data.
Patriot dual spring kit, good to 660" lift (these are the latest springs).
Felpro 1041 head gaskets, .041" thick.
L76 intake manifold, unmodified w/ LS2 throttle body.
Comp cam's Extreme Marine lobes, 254/268, .646 lift, 113 +2
SDRE split front timing cover.
RAM 980 power grip clutch
I'd guess this is the first all L92, stock sleeve, 433 cid stroker motor running in a C5. I am very pleased with the results so far. Sorry, no dyno data yet.
Shirl Dickey
SD Racing Enterprise
C5 Corvette, The Black Mamba
Thread Starter
On The Tree
iTrader: (3)
Joined: Dec 2001
Posts: 115
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From: Aguila, Arizona, USA
We conducted a full sonic survey of the L92 block and it has the same amount of sleeve thickness as an LS2 except with the larger bore. I have build seven LS2 engines with .030" overbore with no problems. This experience told me that taking the L92 .035" over to get the 4.100" bore size I wanted would also not be a problem. There is between .070" and .080" steel sleeve remaining after the block was bored plus it still has all the aluminum on the outside of the sleeve.
I have been shifting at 7000 rpm.
Shirl Dickey
I have been shifting at 7000 rpm.
Shirl Dickey
I would have thought that cam would go into the 7200 range for a shift point. Do you plan on putting it on the dyno? Do you run race gas or pump during the races...just curious.
It is nice knowing that the L92 block can go all the way out to 4.1" bore. CRAZY. I guess if it is going to fail at that bore, you will probably be the one to figure it out for all of us. Road racing puts crazy stress on those motors...alot more than just 10 seconds of WOT that is for sure.
Good luck with the motor. Keep us up to date with the wear the motor shows, if any.
It is nice knowing that the L92 block can go all the way out to 4.1" bore. CRAZY. I guess if it is going to fail at that bore, you will probably be the one to figure it out for all of us. Road racing puts crazy stress on those motors...alot more than just 10 seconds of WOT that is for sure.
Good luck with the motor. Keep us up to date with the wear the motor shows, if any.
TECH Fanatic
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Posts: 1,851
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From: Elmhurst, IL (Chicago Suburb)
Originally Posted by MrEracer
I am in the tuning stages with my new setup. This is in a 2000 C5 FRC road race car. Here are the spec's:
L92 block bored to 4.100"
Eagle crank, stroke 4.100"
Scat forged I beam rods, 6.125"
Diamond forged pistons, 6cc valve relief's, SCR 11.3, zero deck.
L92 heads, mild pocket porting on the intake and exhaust, no flow data.
Patriot dual spring kit, good to 660" lift (these are the latest springs).
Felpro 1041 head gaskets, .041" thick.
L76 intake manifold, unmodified w/ LS2 throttle body.
Comp cam's Extreme Marine lobes, 254/268, .646 lift, 113 +2
SDRE split front timing cover.
RAM 980 power grip clutch
I'd guess this is the first all L92, stock sleeve, 433 cid stroker motor running in a C5. I am very pleased with the results so far. Sorry, no dyno data yet.
Shirl Dickey
SD Racing Enterprise
C5 Corvette, The Black Mamba
L92 block bored to 4.100"
Eagle crank, stroke 4.100"
Scat forged I beam rods, 6.125"
Diamond forged pistons, 6cc valve relief's, SCR 11.3, zero deck.
L92 heads, mild pocket porting on the intake and exhaust, no flow data.
Patriot dual spring kit, good to 660" lift (these are the latest springs).
Felpro 1041 head gaskets, .041" thick.
L76 intake manifold, unmodified w/ LS2 throttle body.
Comp cam's Extreme Marine lobes, 254/268, .646 lift, 113 +2
SDRE split front timing cover.
RAM 980 power grip clutch
I'd guess this is the first all L92, stock sleeve, 433 cid stroker motor running in a C5. I am very pleased with the results so far. Sorry, no dyno data yet.
Shirl Dickey
SD Racing Enterprise
C5 Corvette, The Black Mamba
SHIRL:
Keep up the great work my friend as this seems to be a KILLER very affordable big cubed set-up which should put out great power and hopefully prove to be very reliable.
I may be calling you in 07, especially after the LSX block is out, regarding some price quotes on building me a motor.
Jim P. in Chicago
ps-Happy Holidays to you and yours!!!
Interesting to say the least. Your obviouslly not scared to push the limits of these blocks. I believe you can get away with alot more on these blocks due to the solid aluminum between the cylinders, but I'd be more worried about the stock sleeve splitting/cracking at that thickness. Even if it dosen't, there seems to be no room left for a rebuild after that. Not bad at all if you have the money. What ring spacing did you end up with?
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The blown cars won't have a chance on the straights with that setup Shirl. I am putting some l92s with those same springs together right now...I used the stock valves. Did you use aftermarket? Do you have it in the black car with the wing?
Merry Christmas, Chuck
Merry Christmas, Chuck
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Shirl is certainly known for doing the undoable. I guess he has the ability to prove others wrong.
Lots of folks said .030 over was too much for a LS2 and recently 4.1 stoke was too much for a L92.
Go Shirl.
Lots of folks said .030 over was too much for a LS2 and recently 4.1 stoke was too much for a L92.
Go Shirl.
Originally Posted by BlackHawk T/A
Very interesting...for those of us that stick with the 4" crank, a 4.1" bore would give us a nice 422ci L92...
TECH Fanatic
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Posts: 1,851
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From: Elmhurst, IL (Chicago Suburb)
Originally Posted by Beast96Z
I would deffinatlly sonic test the blocks before and after boring. A cracked sleeve could happen very easily if there is even a minor flaw.
I agree, one would certainly want to have their individual block sonic tested before and after boring b/c better be safe than sorry.
Shirl, what can you put together a 433 cid L92 motor for utilizing L92 ported heads with a nice street/strip hydraulic cam?
any projected price from S-D on a 433 shortblock like the one you have? Imagine it would be a little more due to sonic testing before and after, boring, etc. Still, if it was $5500-$6000 for the assembled shortblock, and figure about $2200 for ported L92 heads with spring upgrade and complete GM L76 intake/rails/injectors/TB...that would be about $8K for a motor capable of 650-675 crank hp all day long.
Are Fords still using blowers? Hmm, wonder if they developed heads and big cube small blocks if they still would have to do the blower thing????
Are Fords still using blowers? Hmm, wonder if they developed heads and big cube small blocks if they still would have to do the blower thing????
i thought l92 heads were only like 800/pair? its gonna cost 1400 for porting? once again i might be thinking of the wrong thing here. but 8k for a 433 aint bad, considering what 427s use to cost.
Originally Posted by KAOS
i thought l92 heads were only like 800/pair? its gonna cost 1400 for porting? once again i might be thinking of the wrong thing here. but 8k for a 433 aint bad, considering what 427s use to cost.