Dart 225 with LS3 Block 416ci
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Joined: Nov 2007
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From: Birmingham UK
Dart 225 with LS3 Block 416ci Hi Guys, I have a 383 which is using oil, so i'm going to upgrade with an LS3 block and some pistons to suit my 4" crank, i have dart 225's on at the moment with minimal mileage on so i would like to reuse them, i could get them ported too maybe while at it. Anyone used these heads on this block? Also the cam thats in my sig would that be too small? i like the way it drives at the moment so was maybe going to stick with it, but will the extra cubes blunt it?
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Joined: Aug 2005
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From: Sunny London, UK
You might want to check valve guides as there was reports of the heads being responsible for using the oil. If they are good then they apparently make excellent performance heads with a nice work over. Some say they out perform most of the other top brands when sorted!
Dart now has a CNC Program for the 225cc heads,you send your heads and $750 to them and get back 250cc CNC heads that flow 338@.600 on the Intakes.I have had great luck with some LSK lobes from Comp spec. out by Patrick G on my 408.
Ray T
Ray T
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From: Sunny London, UK
Yeah talk to someone experienced about cams. Depends on how you want it to drive and where you want the power.
Personally Id go with something like a 232/234 as I like good drivability around town.
Personally Id go with something like a 232/234 as I like good drivability around town.
Thread Starter
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From: Birmingham UK
Wasnt thinking of going up on cc, and DOWN on cam..more the other way around! I think i'll chuck my existing cam in it and see what happens. Cheers
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Justin
Joined: Jul 2005
Posts: 531
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From: Texas, Europe, Iraq & Afghanistan
Sometimes the intake ports are ported too thin and there are pin-holes are not easily visible to the naked eye. But, oil is pulled in through these holes and other parts of the engine are blamed for the oil consumption.
I would go up on the duration of your camshaft. Who designed the camshaft you currently have? From the numbers you post, it makes great power at the tire. 225cc ports on the Darts should be fine. I've seen 225cc AFR heads used on one seven liter engine and it made 650+ HP at the flywheel. But, the camshaft was 260+ in duration.
I would go up on the duration of your camshaft. Who designed the camshaft you currently have? From the numbers you post, it makes great power at the tire. 225cc ports on the Darts should be fine. I've seen 225cc AFR heads used on one seven liter engine and it made 650+ HP at the flywheel. But, the camshaft was 260+ in duration.
Thats kinda weak flow given what they start life as. Now that would push them well over 2 grand right? A set of ETP's start sounding real good compared to that.
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From: Birmingham UK
The cam was specced by Pat G, but for my existing 383ci motor, i have bought Mahle pistons with L92 reliefs, so if i get a rush of blood in the future i would go for ETP ls7 and i think then i'll look at the cam, power in my sig is CRANK power, to be honest my car weighs 2600lbs and i'm struggling for traction any way, i was maybe thinking a bigger cam could shove the power further up, i noticed scoring of the bores when i changed the heads, so hence the upgrade otherwise i would not have bothered.
On The Tree
Joined: Dec 2006
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From: Indianapolis, IN
I have the stroked L92/LS3 416cid engine from Scoggin Dickey. I went with stock L92 heads and a L76 intake. The L92 or LS3 intake runner length will limit your RPM peak to 6200 RPM. A huge cam may not reach it's true potential by 6200 RPM. However, an engine with more cubic inches will need a larger cam in general. So what you thought to be a huge cam for a LS1 or LS2 engine will be small for a 416. I really recommend contacting crane cams and having a custom cam designed exactly for your setup.
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From: Birmingham UK
TR have sold me LS7 standard head gaskets, i'm going to stay with the cam i have already, i'm hoping the mild porting and valve unshrouding i have done will also be beneficial. I get the crank flywheel etc back from balancing Monday, so hope to get it all done by the end of next week.
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From: Birmingham UK
Hi Guys, its all together now and i have been running it for a couple of days, in the end i had to buy rods too as the previous build had Probe pistons and 6.200 rods, so no good for my Mahle pistons, so i bought callies rods, then had to have the crank re balanced for those. I did a light flow job on the ports, and re CC'd the chambers to 65cc from 62cc, and blended the bowls in properly, not the half assed job that Dart do from stock! 
I also unshrouded the valves. Had to machine the exhaust side valve pocket in the piston as my Mahle's are for L92's ( off set rockers ). An LS7 clutch also installed to transmit it all. I had to knock some timing out of the map as i had initial pinking (pinging), and it is on the rollers next Tues to be fine tuned, but it is RAPID!!!!! It has boosted the 2-5K power to totally neck snapping proportions.
I also unshrouded the valves. Had to machine the exhaust side valve pocket in the piston as my Mahle's are for L92's ( off set rockers ). An LS7 clutch also installed to transmit it all. I had to knock some timing out of the map as i had initial pinking (pinging), and it is on the rollers next Tues to be fine tuned, but it is RAPID!!!!! It has boosted the 2-5K power to totally neck snapping proportions. 