Originally Posted by SBC_and_a_stick

Bigg_Gunz, on this topic...

What would take for an LT1 to take the same amount of boost as the LS9? 1. A force induction device supercharger or turbo. 2. Acknowledge the risk and then proceed. I think this is pertinent to many folks looking at the new base Corvette. Despite what looks like a near copy, the LS9 has different grade aluminum block, piston oil squirters, and forged everything compared to the LS3. To me, it seemed like a new block almost. From an Engineering blueprint and metals the LS9 is night and day different than the LS3. And LS9 is far superior in strength than the LS3 obviously.

In this new generation the casing and crank seems to be at LS9 levels of stoutness on the base block. Are forged caps, pistons and rods the only other goodies needed for LS9 like robustness? The 2014 LT1/GEN V is superior than the LS9 in every conceivable way.

...and then... is that all big brother will get for the bottom end?No comment

Originally Posted by texas94z

Are GM titanium rods used strictly used to lower reciprocating mass or to increase strength?

Originally Posted by ace_xp2

The feasibility of swapping heads to the earlier gen motors may be more interesting for the 5.3/4.8 people, who've never had access to the l92 heads. Maybe an aftermarket port injection intake or carbureted intake?
Don't get me wrong, it would be a big step back compared to DI obviously, I'm just assuming that the new heads will flow a significant amount more. After all, people have already been willing to swap to a carburetor on the ls, maybe one day a (cheap) head swap at the same time will bring gains.

Originally Posted by Bigg_Gunz

L92 = Strongest NON FORGE crankshaft ever.

LS3 = Strongest and Slightly lighter the L92crankshaft NON FORGE crankshaft ever.

LS2 = Brittle with it high carbon content..this is still a good crankshaft however it is weaker than the LS3 or L92. (personally I don't like the LS2 crankshafts) doesn't mean they aren't good...just not up to my personal standards when dealing with Four Digit Horsepower.


Without getting into proprietary information I'll explain it in a fashion that will help you understand..

The differences are at the foundries when the LS3 or L92 are cast they add small amounts of nickel. The true difference between the LS3 and L92 other than weight, is the amount of Magnesium in the melt. This really toughens up the LS3 crankshafts. These exact amount is proprietary obviously. So I'll explain why this happens so you'll gain some insight.

Different applications needs different shock absorption properties/rates. Yes the Crankshaft is a shock absorber that rotates. What it does is absorbs or dissipates the energy oscillations caused by the combustion cycles. And those cycles have a frequency which is why engines have dampers. And yes...the damper/balance is also a shock absorber. And those balancers are tuned for a concern frequency, vibration, and rpm. They are a team.... that works together.

Now back to the subject......

All crankshafts bend/flex they oscillate just like a guitar string on the macro level. They have too.... as engineer I look at and analysis critical points gyro-spic energy and shaft/crankshaft asymmerty while in operation. In simple terms how much does the crankshaft need to bend and flex to get rid of the violent vibrations as performance output increases.

The LS3 and L92 are not a homogeneous mass, they have complex grain structures in them due to the nickel and magnesium being added for YIELD STRENGTH. And YIELD STRENGTH can be seen or view as SHOCK ABSORPTION PROPERTY when rotating. And we need greater shock absorption because of the increase in performance output of these engines LS3/ L92.

This means they can take more abuse then any other non forge crank and even out perform some forge crankshafts. The LS3/L92 can take 1600HP when balanced properly.

When I say balanced properly, this goes beyond the idea of just having your crank,rods,pistons and piston ring pack. I'm including the common sense idea you need to upgrade your damper/balancer.

Failure to upgrade your damper will result in a BENT CRANKSHAFT. Whenever someone bends one of these crankshaft or any 1999 and up GM V8 crankshafts the easy way out is to say, "hey I hit a 1000HP + on a stock crankshaft it was only a matter of time." (((WRONG))) it is your inexperience that you did NOT upgrade your damper, that lead to you bending your crankshaft.

So what you do is go to where the engine is with that bent crankshaft look at the balancer 10 out 10 times its STOCK balancer on a 1000HP+ engine. (Or the balancer is shattered or missing).

That increase in output is going to take your Crankshaft from behaving like a fine tuned Guitar strings.....(HARMONIC) and start taking on the behavior just like a rubber band... it sure will bend it and heat up the main caps until they are FIRE ENGINE RED HOT and once it cools welcome to BENT CRANKSHAFT.



Bigg Gunz.

Originally Posted by oneBADDz

So why does GM list the same crankshaft part number for the LS3 and the L92 when you say they are not the same?

Originally Posted by Bigg_Gunz

Putting the 2014 LT1 heads on a 4.8/5.3 is pointless in all aspects the bore size could NEVER be optimized for the heads potential....And for anyone who engineer the heads again to fit the 4.8/5.3 etc is going to lose money. It would be a bottomless money pit. My advice... take that idea and bury it....then never come back to it. You're welcome.
...

Originally Posted by mreracer

bg,
please elaborate on the differences and benefits of the crankshafts you mentioned, ie: L92 vs ls3 and also the ls2. Aren't they all the same?
Mre

Originally Posted by Area47

execpt for the ease of tuning, and making power.

Originally Posted by disc0monkey

the guy said it will tune itself. you don't think algorithms can't mimic what we do in Hptuners?

i just wonder if the ECM will be powerful enough to do that.

Originally Posted by Area47

you are still limited by the confines of an encrypted ecm, what gm set in place as torque management, what they set in place as injection timing. you are still limited by a non excistant aftermarket for larger injectors despite the ability to put "bolt ons" on the engine and have the engine compensate for it. YaY. slap a turbo on the lt1 without ability to change the cal and you hit the wall really quick on a huge amount of factors. the ability of the engine to range from 430-500hp is a cal change for different gm vehicles, aside from the truck. thats peachy, you however, are still limited more than you think.

so my reasoning still stands.

Originally Posted by disc0monkey

he said the oem fuel system will support around 1000 hp.

Originally Posted by MrEracer

I'm not going back and find the statement, but I believe BG said the DI fuel system would support more HP than the block could handle... I think that would be way more than 1000 shp. No need to change injectors or tune the fuel tables unless you plan to split the block wide open...
MrE