What Would it takefor a 650rwhp LSX Motor>
10-15-2007, 12:15 PM
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10-15-2007, 12:49 PM
#22
Yeah, but as long as the bigger cams continue to make more power than the smaller ones, people will run them. If we're eventually doing 650RW with a mild cam, somebody will want 700RW with a crazy grind.
A .38 to the heart will beat a .44 to the leg, but a .44 to the head will get the job done every time! 
The other thing to consider with these new heads is the huge splits in duration in favor of the exhaust side. That's a whole new thing. With the GenIII stuff, some people split their cam grinds, but I've got a feeling that with the new GenIV stuff, EVERYONE will.
A .38 to the heart will beat a .44 to the leg, but a .44 to the head will get the job done every time! The other thing to consider with these new heads is the huge splits in duration in favor of the exhaust side. That's a whole new thing. With the GenIII stuff, some people split their cam grinds, but I've got a feeling that with the new GenIV stuff, EVERYONE will.
10-15-2007, 01:02 PM
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my 427 runs 9's on motor with a non motor set up. its set up to run motor, but also handle good amounts of spray.
its 3300 pounds, but runs on race gas only, but i think with a lightend up f body with a good tranny/rear set up and an all motor converter with the right suspention you could run 9's on motor
its 3300 pounds, but runs on race gas only, but i think with a lightend up f body with a good tranny/rear set up and an all motor converter with the right suspention you could run 9's on motor
10-15-2007, 02:14 PM
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10-15-2007, 04:27 PM
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my 427 runs 9's on motor with a non motor set up. its set up to run motor, but also handle good amounts of spray.
its 3300 pounds, but runs on race gas only, but i think with a lightend up f body with a good tranny/rear set up and an all motor converter with the right suspention you could run 9's on motor
its 3300 pounds, but runs on race gas only, but i think with a lightend up f body with a good tranny/rear set up and an all motor converter with the right suspention you could run 9's on motor
10-15-2007, 04:56 PM
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10-15-2007, 06:16 PM
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10-15-2007, 08:13 PM
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10-15-2007, 08:16 PM
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10-15-2007, 08:19 PM
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10-15-2007, 09:14 PM
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that said... i would love to build a streetable yet relatively wild 454.
10-15-2007, 09:48 PM
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There's a guy that brings his Vette to the weekly Friday night car show, he has a 421 that a local guy here built in his garage and it has a Hogan sheet metal intake on top of custom ported LS6 heads. It makes like 550 RWHP, but its also like 4 years old.
I asked him about this mystery "loss of bottom end torque". His quick answer was simply that if you build a big engine like a 421+ci, sure the sheet metal intake will show a TINY bit of difference off the line as opposed to the identical 421 using an LS6 or FAST 90 intake. But the tiny bit of loss that you feel disappears in literally half a second after you start rolling and then there is nothing but sickening pull all the way to redline.
So, I have to believe a guy that daily drives his car and explained that the "loss of bottom end" is really just shop talk. People like to make it sound like the car is gonna get killed off the line by a stock LS1, its just funny.
Plus, for me, with a 454 or a 481, its gonna suck air into that intake so fast it'll be like forced induction blowing it in.
Also, I'll be starting a roll race at 40-50mph and 4,000 rpm, thats where the sheet metal intake will be starting to crank.
.
10-15-2007, 09:53 PM
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Warrior series
454 lsx intercooled twin turbo dual fuel technology 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
10-15-2007, 10:04 PM
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We are building 427ci LSX block with twin T76 turbonetics,
I couldn't imagine any good reason to go with a larger motor then that for forced induction, your piston CD would be near paper thin. Anything larger 4.185" the walls become 'thin' for FI/Nitrous, according to Robin L.
2nd. what head gasket do you use? largest cometic makes is 4.200 IIRC
10-16-2007, 09:13 AM
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This is my build sheet from NRE. 4.125 bore x 4.250 stroke.
Warrior series
454 lsx intercooled twin turbo dual fuel technology 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.
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
All that for some street roll races?
Sounds like fun, i'm game!