Building the ultimate LSX...what heads?
08-24-2007, 11:43 AM
#43
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Yes, that's nice to know. Thanks! One company was wanting to do a 434, so now that's out! Not that 5 cubes will matter in power. I agree that there probably isn't a bad 6-bolt head out there, I just wanted to make sure that someone hadn't had a bad experience.
With that said I'm going to go with a set of Warhawk's that are ported in house by Pro-Line.
With that said I'm going to go with a set of Warhawk's that are ported in house by Pro-Line.
08-24-2007, 01:59 PM
#44
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Originally Posted by ShiznityZ28
with a 4" stroke you should not go past 427 all the good engine builders are saying 4.125 max on lsx due to the bore spacing.
08-24-2007, 02:29 PM
#45
Originally Posted by LILS
So you're saying that the engine builders who posted here that 4.200" is acceptable are not good? On what basis are you making this judgment?
although, techniclly, im just a fly on the wall that should keep his big mouth shut until everything is worked out.
08-24-2007, 03:33 PM
#46
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an NA motor under 12.5:1 should be fine with a 4.2 bore. However a boosted/nitrous,12.5 and over engine should go no larger then 4.165 period. the head gasket gets to slim between the bores even on a 5bolt per cylinder SBC and with the 4 6 bolt configs you still have issues with clamping that slim peice of gasket into place.
Originally Posted by LILS
So you're saying that the engine builders who posted here that 4.200" is acceptable are not good? On what basis are you making this judgment?
08-25-2007, 09:10 PM
#47
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Originally Posted by Dubnali
Yes, that's nice to know. Thanks! One company was wanting to do a 434, so now that's out! Not that 5 cubes will matter in power. I agree that there probably isn't a bad 6-bolt head out there, I just wanted to make sure that someone hadn't had a bad experience.
With that said I'm going to go with a set of Warhawk's that are ported in house by Pro-Line.
With that said I'm going to go with a set of Warhawk's that are ported in house by Pro-Line.
08-25-2007, 09:31 PM
#48
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Who went 200mph in the 1/4 without pushing gaskets ???? ARE ?? Only because I know where both of the cars that have actually been over 200mph or at 200mph reside and both are in Michigan. One is Ronny duke as the now defunct Hardcore racing " his **** blew up every pass and the other is Wheel to Wheel Powertrain and they ran an intercooler for a radiator because they lifted the heads so bad that standard radiators exploded.
So would you care to keep this to the facts ?
http://www.w2wpowertrain.com/t-Casper-2.aspx
So would you care to keep this to the facts ?
http://www.w2wpowertrain.com/t-Casper-2.aspx
Originally Posted by SLED28
I have built 4.200 bore motors at 40+ psi of boost with no head gasket issues at 200+ mph. This LSx at 4.155" bore, 6 bolts, and 30+ lbs is not a problem....
08-25-2007, 09:50 PM
#49
Originally Posted by LS1curious
One is Ronny duke as the now defunct Hardcore racing " his **** blew up every pass and the other is Wheel to Wheel Powertrain and they ran an intercooler for a radiator because they lifted the heads so bad that standard radiators exploded.
Sorry for the hijack, back on topic.......
08-25-2007, 10:18 PM
#51
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Originally Posted by LS1curious
Who went 200mph in the 1/4 without pushing gaskets ???? ARE ?? Only because I know where both of the cars that have actually been over 200mph or at 200mph reside and both are in Michigan. One is Ronny duke as the now defunct Hardcore racing " his **** blew up every pass and the other is Wheel to Wheel Powertrain and they ran an intercooler for a radiator because they lifted the heads so bad that standard radiators exploded.
So would you care to keep this to the facts ?
http://www.w2wpowertrain.com/t-Casper-2.aspx
So would you care to keep this to the facts ?
http://www.w2wpowertrain.com/t-Casper-2.aspx
I said 4.200 bore, not specifically lsx. These are actually sbf/sbc with 4 and 5 bolt heads I was referring too... That is why I said 4.155 bore 6 bolt heads will hold the power no problem , which that the original poster Dubnali asked about.
08-25-2007, 10:34 PM
#52
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Ok so an engine with bore center a 4.380 SBF instead of 4.40 LSX SBC which has even less gasket will take more boost ? I am confused now. If you say BBC or BBF or big Chrysler Ok I am game but I don;t know of a single small block platform engine on 4.40 or similar bore spacing that can run a 4.2 bore with boost at any really big power level. Hell anything over 4.155 is getting into risky land.
Originally Posted by SLED28
I said 4.200 bore, not specifically lsx. These are actually sbf/sbc with 4 and 5 bolt heads I was referring too... That is why I said 4.155 bore 6 bolt heads will hold the power no problem , which that the original poster Dubnali asked about.
08-25-2007, 10:35 PM
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I hear potentially that Mr duke may have in fact been handcuffed or someone may have been handcuffed upon his departure from the building as the Feds siezed it. Now mind ya this is all speculation.
Originally Posted by edcmat-l1
I didnt think Ronnie ever cracked 200. No? BTW I had heard Hardcore went out o' biness. If you have any inside info, care to PM me? Just curious. You know how that is, LS1curious. lol
Sorry for the hijack, back on topic.......
Sorry for the hijack, back on topic.......
08-26-2007, 06:41 AM
#54
Originally Posted by LS1curious
I hear potentially that Mr duke may have in fact been handcuffed or someone may have been handcuffed upon his departure from the building as the Feds siezed it. Now mind ya this is all speculation.
08-26-2007, 03:18 PM
#55
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Originally Posted by SLED28
I said 4.200 bore, not specifically lsx. These are actually sbf/sbc with 4 and 5 bolt heads I was referring too... That is why I said 4.155 bore 6 bolt heads will hold the power no problem , which that the original poster Dubnali asked about.
08-26-2007, 06:36 PM
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Originally Posted by Dubnali
I know the flow #'s, the All Pro's are the highest, then the Warhawk. I was simply looking for some people's opinions of certain companies. If there were several folks that had bad luck with a certain brand, I would stay away...
Build sheet for my set-up from NRE:
Warrior series
454 lsx intercooled twin turbo dual fuel technology 16 injector intake.
2300hp 2100tq race gas, 1500 hp 1500tq street trim pump gas.
Block: Gm lsx block 9.7 deck
Crankshaft: Callies Magnum 4340 forged 4.250
Connecting rods: Oliver 4340 Billet connecting rods 6.3
Pistons: Je forged pistons, 180 tool steel pins
Rings: Hell fire
Bearings: Clevite engine bearings H series
Valvetrain: Mechanical roller camshaft, 904 size roller lifters, T&D shaft rockers
Cyl Heads: All Pro symmetrical port heads 400+cfm on intakes 6 head bolts per cyl
Induction: Hogan Sheetmetal intake with single mono-blade 1700cfm throttle body. Dual injector per cylinder
Head Gaskets: SCE Copper gaskets
Fasteners: Arp
Oil System: Billet fabrication aluminum oil pan with hv pump and pick up.
Harmonic Damper: Billet cnc damper
Fuel Management: Electromotive Lap top programmable
Ignition: 60-2 Crank trigger with 4 ignition coils
Exhaust system: Stainless Steel tubular ex headers
Turbochargers: 2 88mm turbonetics tang.
Wastegates: Tial 44 mm v-band billet wastegates
Blow-off valve: Tial
Air to Air intercooler: Custom to your application
Valve Covers: Billet fabrication Sheetmetal Billet rails
Fuel system: Aeromotive fuel pump and filters
Warrior series
454 lsx intercooled twin turbo dual fuel technology intake.
2300hp 2100tq race gas, 1500 hp 1500tq street trim pump gas.
Good luck with yours brutha. Gonna be having some fun real soon.
08-26-2007, 08:51 PM
#57
Originally Posted by Quickin
Dare I say this, but if you want to talk to the best, I'm sending a C6 Z06 to NRE (Nelson Racing Engines) in about 2 months, they're building a 454ci LSX with twin 88's, 2,300 hp.
Build sheet for my set-up from NRE:
Warrior series
454 lsx intercooled twin turbo dual fuel technology 16 injector intake.
2300hp 2100tq race gas, 1500 hp 1500tq street trim pump gas.
Block: Gm lsx block 9.7 deck
Crankshaft: Callies Magnum 4340 forged 4.250
Connecting rods: Oliver 4340 Billet connecting rods 6.3
Pistons: Je forged pistons, 180 tool steel pins
Rings: Hell fire
Bearings: Clevite engine bearings H series
Valvetrain: Mechanical roller camshaft, 904 size roller lifters, T&D shaft rockers
Cyl Heads: All Pro symmetrical port heads 400+cfm on intakes 6 head bolts per cyl
Induction: Hogan Sheetmetal intake with single mono-blade 1700cfm throttle body. Dual injector per cylinder
Head Gaskets: SCE Copper gaskets
Fasteners: Arp
Oil System: Billet fabrication aluminum oil pan with hv pump and pick up.
Harmonic Damper: Billet cnc damper
Fuel Management: Electromotive Lap top programmable
Ignition: 60-2 Crank trigger with 4 ignition coils
Exhaust system: Stainless Steel tubular ex headers
Turbochargers: 2 88mm turbonetics tang.
Wastegates: Tial 44 mm v-band billet wastegates
Blow-off valve: Tial
Air to Air intercooler: Custom to your application
Valve Covers: Billet fabrication Sheetmetal Billet rails
Fuel system: Aeromotive fuel pump and filters
Warrior series
454 lsx intercooled twin turbo dual fuel technology intake.
2300hp 2100tq race gas, 1500 hp 1500tq street trim pump gas.
Good luck with yours brutha. Gonna be having some fun real soon.
Build sheet for my set-up from NRE:
Warrior series
454 lsx intercooled twin turbo dual fuel technology 16 injector intake.
2300hp 2100tq race gas, 1500 hp 1500tq street trim pump gas.
Block: Gm lsx block 9.7 deck
Crankshaft: Callies Magnum 4340 forged 4.250
Connecting rods: Oliver 4340 Billet connecting rods 6.3
Pistons: Je forged pistons, 180 tool steel pins
Rings: Hell fire
Bearings: Clevite engine bearings H series
Valvetrain: Mechanical roller camshaft, 904 size roller lifters, T&D shaft rockers
Cyl Heads: All Pro symmetrical port heads 400+cfm on intakes 6 head bolts per cyl
Induction: Hogan Sheetmetal intake with single mono-blade 1700cfm throttle body. Dual injector per cylinder
Head Gaskets: SCE Copper gaskets
Fasteners: Arp
Oil System: Billet fabrication aluminum oil pan with hv pump and pick up.
Harmonic Damper: Billet cnc damper
Fuel Management: Electromotive Lap top programmable
Ignition: 60-2 Crank trigger with 4 ignition coils
Exhaust system: Stainless Steel tubular ex headers
Turbochargers: 2 88mm turbonetics tang.
Wastegates: Tial 44 mm v-band billet wastegates
Blow-off valve: Tial
Air to Air intercooler: Custom to your application
Valve Covers: Billet fabrication Sheetmetal Billet rails
Fuel system: Aeromotive fuel pump and filters
Warrior series
454 lsx intercooled twin turbo dual fuel technology intake.
2300hp 2100tq race gas, 1500 hp 1500tq street trim pump gas.
Good luck with yours brutha. Gonna be having some fun real soon.
08-26-2007, 10:58 PM
#58
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Other than the fact that this thread deals with a "no holds barred" LSX effort, I don't see this it as meeting the intent of the Advanced Performance Guidelines https://ls1tech.com/forums/advanced-engineering-tech/396223-what-forum-please-read-before-posting.html. I've been following it for several days to see if anyone else would bring this up, but no one has thus far. To me, this thread belongs in Gen IV Internal or somewhere like that.
Just my two cents. Do others agree or disagree? Please state your reason(s).
Steve
Just my two cents. Do others agree or disagree? Please state your reason(s).
Steve
08-27-2007, 09:39 AM
#60
Originally Posted by LILS
So you're saying that the engine builders who posted here that 4.200" is acceptable are not good? On what basis are you making this judgment?
The engine builders i trust have said any power adder car should not go over 4.125 . I have also read 4.2 would be doable on an NA motor but would not be friendly to sealing head gaskets!
Ill stick with the guys building legit fast cars and not internet cool guys!