W2W 427 Pictures
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On The Tree
Joined: Apr 2007
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W2W 427 Pictures Well, today I received some pictures from the guys over at W2W on my 427 Turbo Motor. As you guys know, this is getting ready for the APS Z06 kit which is to be released in a few days time. Over the course of time a lot of the parts were changed from the original set up that I stated here on the LS1Tech Forum a while back. The Specs are as followed
LS7 Block
Darton Sleeves
Howard Rods
Speed Pro Rings
Callies Crank
ATI Dampener
Diamond Pistons (8.5:1)
Now I've spoken to Peter from APS Engineering and he has seen these photos. We discussed my compression ratio which he does not suggest. He believes "its a silly comp. ratio", "The lower compression strategy is very outdated", "and thats its a shame".
Well I'd like to hear what you people think about my set up? Just keep in mind that my car is a Cali car so I do have low octane out here and this is a street car which will have a very, very, tame cam.
Open to opinions and suggestions.
DISCLAIMER: THIS IS NOT TO BASH PETER, HIS OPINIONS, AND APS AS A COMPANY!!!!!
LS7 Block
Darton Sleeves
Howard Rods
Speed Pro Rings
Callies Crank
ATI Dampener
Diamond Pistons (8.5:1)
Now I've spoken to Peter from APS Engineering and he has seen these photos. We discussed my compression ratio which he does not suggest. He believes "its a silly comp. ratio", "The lower compression strategy is very outdated", "and thats its a shame".
Well I'd like to hear what you people think about my set up? Just keep in mind that my car is a Cali car so I do have low octane out here and this is a street car which will have a very, very, tame cam.
Open to opinions and suggestions.
DISCLAIMER: THIS IS NOT TO BASH PETER, HIS OPINIONS, AND APS AS A COMPANY!!!!!
Thread Starter
On The Tree
Joined: Apr 2007
Posts: 114
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I was worried about the stock sleeves under boost since many have said the LS7 sleeve was to thin and didn't like boost. Now Kurt told me the stock sleeve would be fine but when i mentioned the stronger sleeve he said it wouldnt hurt the motor. It was a very expensive insurance policy but i choose to do it.
As far as the compression question goes. The lower the compression ratio, the more boost you will be able to run safely. Having said that, a 8.5 motor vs a 10 to 1 motor, 10psi you will have more power on the 10-1 motor. I guess it all boils down to how much power you want out of it. If you want to shoot for ~800 I would go with ~9.5 to 1 CR. If you want to shoot for 4 digits leave it where it is at. I am not saying you can't make 4 didgits on a higher CR, it is just a little safer in my opinion on the lower number.
I may be way off, but at this time those are my opinions...
I may be way off, but at this time those are my opinions...
Either way you can make great power, but it depends on how large of turbo's your going with. I am not an FI expert by any means but lower octane cali gas is going to def be your limiting factory, so the lower comp ratio should help you out and you can always add more boost if needed to get to the same power goals as long as your turbos arent maxed out. If you had higher octane fuel available then of course the higher the comp ration the better (to a certain extent), but its not like the 8.5:1 ratio you have now is going to be a dog. Nice build though byt he way and keep us updated!
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Teching In
Joined: Aug 2007
Posts: 8
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From: PA, OH, NC...
1.) The lower the CR the more boost you will be able to run for a given octane.
2.) Too low of a CR the harder it will be to pass emissions testing.
3.) Slightly higher CR will spool the turbo faster.
When facturing out what you think you want for the CR there are more vaiables to look at as well. IE. camshaft duration, turbo size/AR ratio, head clamping force, etc.
Here's a question... Knowing that you will be able to run more boost for a given octane with the lower CR, Do you have the head clamping force to hold it in? If not and you have to run lower boost to be safe, you may want to look at a slightly higher CR for its benefits.
I recently had a 7.8:1 turbo motor that made very good HP/TQ & ran very well at the track with 93-octane only!!
K.
2.) Too low of a CR the harder it will be to pass emissions testing.
3.) Slightly higher CR will spool the turbo faster.
When facturing out what you think you want for the CR there are more vaiables to look at as well. IE. camshaft duration, turbo size/AR ratio, head clamping force, etc.
Here's a question... Knowing that you will be able to run more boost for a given octane with the lower CR, Do you have the head clamping force to hold it in? If not and you have to run lower boost to be safe, you may want to look at a slightly higher CR for its benefits.
I recently had a 7.8:1 turbo motor that made very good HP/TQ & ran very well at the track with 93-octane only!!
K.
On The Tree
Joined: Nov 2004
Posts: 114
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From: New Orleans
Living in California and deciding to do a turbo set-up, I would have given Banks Power a call. He is one of the best in the biz when it comes to Cali regs and turbocharging. I'm not saying others don't know this game, but he has obtained world record after record. I have seen his facilities personally and met him and his staff. His engineering group is enormous and well funded.
Originally Posted by Vindication
I was worried about the stock sleeves under boost since many have said the LS7 sleeve was to thin and didn't like boost. Now Kurt told me the stock sleeve would be fine but when i mentioned the stronger sleeve he said it wouldnt hurt the motor. It was a very expensive insurance policy but i choose to do it.
APS Vs. W2W... Gah... I can see why you're between a rock and a hard place. APS made the kit so they have to know their ****, but W2W is the best out there.
Good luck.
Thread Starter
On The Tree
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Originally Posted by tcr98taws6
Living in California and deciding to do a turbo set-up, I would have given Banks Power a call. He is one of the best in the biz when it comes to Cali regs and turbocharging. I'm not saying others don't know this game, but he has obtained world record after record. I have seen his facilities personally and met him and his staff. His engineering group is enormous and well funded.
Thread Starter
On The Tree
Joined: Apr 2007
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Originally Posted by 98Z28MASS
Either way you can make great power, but it depends on how large of turbo's your going with. I am not an FI expert by any means but lower octane cali gas is going to def be your limiting factory, so the lower comp ratio should help you out and you can always add more boost if needed to get to the same power goals as long as your turbos arent maxed out. If you had higher octane fuel available then of course the higher the comp ration the better (to a certain extent), but its not like the 8.5:1 ratio you have now is going to be a dog. Nice build though byt he way and keep us updated!
TECH Enthusiast
Joined: May 2007
Posts: 538
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$2300 or more for the ls7 block plus $800 in sleevs and another $1000 or so in labor to install them.
Yeah warhawk was a bargian. I here tell World and W2W don;t get along.
Yeah warhawk was a bargian. I here tell World and W2W don;t get along.
Originally Posted by jmarsa
I'm not looking for exact prices, but for the money spent on this LS7 block, would a Warhawk block be within range?
--JMarsa
--JMarsa
Thread Starter
On The Tree
Joined: Apr 2007
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Originally Posted by zippy
The choice of compression ratio highly depends on how much boost you honestly plan to run. Who made the choice on the compression ratio?
