It's official Big cubed LTX block
05-20-2009, 08:07 PM
#62
Let me run this by you guys to salivate on.
434 inches
Converted SB2.2's
Solid roller
4 hole throttlebody
I see 785 ish hp on pumpfuel here.
Or even
434 inches
Converted RHS 235's
Solid roller
Super Vic
I see 675+ hp here on pumpfuel
All on factory electronics, opti.
Be nasty in a streetcar.
434 inches
Converted SB2.2's
Solid roller
4 hole throttlebody
I see 785 ish hp on pumpfuel here.
Or even
434 inches
Converted RHS 235's
Solid roller
Super Vic
I see 675+ hp here on pumpfuel
All on factory electronics, opti.
Be nasty in a streetcar.
. Just to chew on, how about this for a streetcar:427 ci LTX
Converted Brodix 18*(Custom Pistons maybe?)
Big Hydraulic Roller
Super Vic
Procharger @ modest 12psi
How sexy would that be in a 69 camaro? Say "Bye Bye" to traction
.LS-what????
05-20-2009, 08:17 PM
#63
I just got one of the Bill Mitchell/World big cube releases and dropping it in a dragster this week....can't wait to fire it up! 830 HP N/A and the block is cast to accept standard SBC water pump, flexplate, starter & accy's. Also since we can't run a computer controlled engine in Top Dragster & Super Comp, it takes a conventional distributer. This thing is SICK strong looking!
05-21-2009, 12:38 PM
#66
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Damn sweet!!! Are there Gen II heads that will flow well enough to keep up with 427 c.i. +, 4.000+ bore out there. Would you be buying something out of the box-type head that will perform WELL with this block, or will thee need to be a lot of time and $$$ spent to get good flow #'s with this kind of setup??? It's a shame that Gen II guys cant get something like the GM L92 head that flow like a ***** out of the box?!?!
-SS
-SS
05-21-2009, 12:42 PM
#67
Damn sweet!!! Are there Gen II heads that will flow well enough to keep up with 427 c.i. +, 4.000+ bore out there. Would you be buying something out of the box-type head that will perform WELL with this block, or will thee need to be a lot of time and $$$ spent to get good flow #'s with this kind of setup??? It's a shame that Gen II guys cant get something like the GM L92 head that flow like a ***** out of the box?!?!
-SS
-SS
05-21-2009, 01:18 PM
#69
While I am thrilled about the release of this block...is anyone out there questioning the purpose? I mean, if you are going to use this block with a single plane intake, carb, converted SBC heads, solid roller, etc, etc...why wouldn't you just build a huge cube SBC motor using a World, Motown, etc big cube inch block?
05-21-2009, 01:44 PM
#70
While I am thrilled about the release of this block...is anyone out there questioning the purpose? I mean, if you are going to use this block with a single plane intake, carb, converted SBC heads, solid roller, etc, etc...why wouldn't you just build a huge cube SBC motor using a World, Motown, etc big cube inch block?
LTX vs LSX
After 2005 the LT1's started loosing to the up and coming LS1's. The Thunder Shootout used to be LT and LS in the same classes, now it wouldn't be a competition. Most of the LS records are half a second to full second faster than the LT1's. Now that we have a bigger block to play with, a new door has just opened up.
429 LTX here we come
05-21-2009, 02:07 PM
#72
LTX vs LSX
After 2005 the LT1's started loosing to the up and coming LS1's. The Thunder Shootout used to be LT and LS in the same classes, now it wouldn't be a competition. Most of the LS records are half a second to full second faster than the LT1's. Now that we have a bigger block to play with, a new door has just opened up.
429 LTX here we come
After 2005 the LT1's started loosing to the up and coming LS1's. The Thunder Shootout used to be LT and LS in the same classes, now it wouldn't be a competition. Most of the LS records are half a second to full second faster than the LT1's. Now that we have a bigger block to play with, a new door has just opened up.
429 LTX here we come
I have a question for you guys out there. Lets say the most power possible isn't the goal...what would be the so called "max" power that could be had being restricted to using a stock ported LT1 intake manifold (assuming everything else could be the best of the best...heads, TB, valve train, etc)? Having a LT1 intake manifold is one of the things that I consider makes a LT1 a LT1. Plus I like the look.
05-21-2009, 02:12 PM
#73
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While I am thrilled about the release of this block...is anyone out there questioning the purpose? I mean, if you are going to use this block with a single plane intake, carb, converted SBC heads, solid roller, etc, etc...why wouldn't you just build a huge cube SBC motor using a World, Motown, etc big cube inch block?
05-21-2009, 02:49 PM
#75
Rest assured if I was back at the beginning, without a doubt I would be building a 420+ inch LT1. I could make another 100hp normally aspirated with the topend I got now, different cam, stock electronics, under 7000 rpm.
This would DAMN near put me in the 9's all motor.....hell yeh I would.
This would DAMN near put me in the 9's all motor.....hell yeh I would.
05-21-2009, 03:06 PM
#76
LTX vs LSX
After 2005 the LT1's started loosing to the up and coming LS1's. The Thunder Shootout used to be LT and LS in the same classes, now it wouldn't be a competition. Most of the LS records are half a second to full second faster than the LT1's. Now that we have a bigger block to play with, a new door has just opened up.
429 LTX here we come
After 2005 the LT1's started loosing to the up and coming LS1's. The Thunder Shootout used to be LT and LS in the same classes, now it wouldn't be a competition. Most of the LS records are half a second to full second faster than the LT1's. Now that we have a bigger block to play with, a new door has just opened up.
429 LTX here we come
I see.
I have a question for you guys out there. Lets say the most power possible isn't the goal...what would be the so called "max" power that could be had being restricted to using a stock ported LT1 intake manifold (assuming everything else could be the best of the best...heads, TB, valve train, etc)? Having a LT1 intake manifold is one of the things that I consider makes a LT1 a LT1. Plus I like the look.
I have a question for you guys out there. Lets say the most power possible isn't the goal...what would be the so called "max" power that could be had being restricted to using a stock ported LT1 intake manifold (assuming everything else could be the best of the best...heads, TB, valve train, etc)? Having a LT1 intake manifold is one of the things that I consider makes a LT1 a LT1. Plus I like the look.
For your question, using a stock ported intake with the "best of the best" heads, TB, and valvatrain would be useless and a waste of a lot of money - it would be a HUGE bottleneck with anything more then ported stockers, let alone max ported aftermarket castings like TFS, AFR, or Darts. Just won't support the airflow needed at the rpms an aggressive engine would turn, especially with the added air requirement of more cubes.
05-21-2009, 03:13 PM
#77
Not even just that..world has them 481ci LSX Engines..
http://www.worldcastings.com/prods_p...Assemblies.htm
Or the Katech 500ci LS7..if this was an Ironblock it would be nuts..
http://modernvette.tenmagazines.com/...ticle&aid=3817
Wonder how they would hold up though.
http://www.worldcastings.com/prods_p...Assemblies.htm
Or the Katech 500ci LS7..if this was an Ironblock it would be nuts..
http://modernvette.tenmagazines.com/...ticle&aid=3817
Wonder how they would hold up though.
05-21-2009, 04:04 PM
#78
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For your question, using a stock ported intake with the "best of the best" heads, TB, and valvatrain would be useless and a waste of a lot of money - it would be a HUGE bottleneck with anything more then ported stockers, let alone max ported aftermarket castings like TFS, AFR, or Darts. Just won't support the airflow needed at the rpms an aggressive engine would turn, especially with the added air requirement of more cubes.
05-21-2009, 04:34 PM
#79
...and, IMO, that's going to be the problem for a lot of shoppers/buyers...it's the snowball effect of trying to "use" the extra cubes...MAF, TB, intake, heads, valvetrain, header size, etc...seems to me that a lot of bottlenecks are going to have to be addressed in order for these to make any more power or run any faster than our current 383/396ci setups...hopefully I'm wrong.
05-21-2009, 04:55 PM
#80
