LTX/Callies Question
Thread Starter
On The Tree
Joined: Oct 2010
Posts: 135
Likes: 0
From: Dayton ,Ohio
LTX/Callies Question I was wondering why do some call an LT1/4 engine an LTX. I understand why the LSX is called an LSX, but never really understood the LTX thing. I am just wondering because if it is the bigger cubes or the larger bore or stroke then I guess I have had an LTX all this time. I have a 383 LT1 that I will soon be redoing for a twin turbo build.
So that leads me to my next question. I am planning this turbo build and I need to build the bottom end to handle up to 1000rwhp (will be more around 700-800rwhp street) and I have planned on a Callies Magnum crank, Oliver Rods, and JE or Ross custom pistons. I was then told the Compstar products will hold 1000rwhp with no problem. I was under the assumption that 900hp or so is the Compstar limit. I am hoping someone can clear this up for me. Because I am currently running the Compstar Speed Pack and if all I need is new pistons then I can do more things for the car else where.
So that leads me to my next question. I am planning this turbo build and I need to build the bottom end to handle up to 1000rwhp (will be more around 700-800rwhp street) and I have planned on a Callies Magnum crank, Oliver Rods, and JE or Ross custom pistons. I was then told the Compstar products will hold 1000rwhp with no problem. I was under the assumption that 900hp or so is the Compstar limit. I am hoping someone can clear this up for me. Because I am currently running the Compstar Speed Pack and if all I need is new pistons then I can do more things for the car else where.
I was wondering why do some call an LT1/4 engine an LTX. I understand why the LSX is called an LSX, but never really understood the LTX thing. I am just wondering because if it is the bigger cubes or the larger bore or stroke then I guess I have had an LTX all this time. I have a 383 LT1 that I will soon be redoing for a twin turbo build.
So that leads me to my next question. I am planning this turbo build and I need to build the bottom end to handle up to 1000rwhp (will be more around 700-800rwhp street) and I have planned on a Callies Magnum crank, Oliver Rods, and JE or Ross custom pistons. I was then told the Compstar products will hold 1000rwhp with no problem. I was under the assumption that 900hp or so is the Compstar limit. I am hoping someone can clear this up for me. Because I am currently running the Compstar Speed Pack and if all I need is new pistons then I can do more things for the car else where.
So that leads me to my next question. I am planning this turbo build and I need to build the bottom end to handle up to 1000rwhp (will be more around 700-800rwhp street) and I have planned on a Callies Magnum crank, Oliver Rods, and JE or Ross custom pistons. I was then told the Compstar products will hold 1000rwhp with no problem. I was under the assumption that 900hp or so is the Compstar limit. I am hoping someone can clear this up for me. Because I am currently running the Compstar Speed Pack and if all I need is new pistons then I can do more things for the car else where.
Thread Starter
On The Tree
Joined: Oct 2010
Posts: 135
Likes: 0
From: Dayton ,Ohio
im not making anywhere near 1000hp but i am running that same shorblock u just described........callies magnum, oliver billets and JE/SRP pistons.......also i run billet main caps........i've been revving the **** out of it over 8000rpm and make prob mid 600 to 700 hp at the fly.......id say spend the money and run the olivers......you get what you pay for
Thread Starter
On The Tree
Joined: Oct 2010
Posts: 135
Likes: 0
From: Dayton ,Ohio
AChotrod
I may stick with my crank and buy some new rods and pistons. I will never use eagle products, too many horror stories including one of my own. But I appreciate the suggestion.
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TECH Fanatic
Joined: Feb 2006
Posts: 1,025
Likes: 1
From: CT/NJ
It isn't the power it is how it is applied and how smooth it runs. If you whack a cheap bottom end with a 500 hit all at once for example, it may twist up or fold up some rods or whatnot. Turbos are generally very smooth and parts friendly unless you have some bad limiter cutting and reinstating power like a light switch.
Just build it to take the RPM range where the turbos will be happy and pay the most attention to the combustion chambers (including piston tops), rings, head gaskets and exhaust valves. Get these things and the tune right and a turbo mill is the gift that just keeps on giving.
Just build it to take the RPM range where the turbos will be happy and pay the most attention to the combustion chambers (including piston tops), rings, head gaskets and exhaust valves. Get these things and the tune right and a turbo mill is the gift that just keeps on giving.
Thread Starter
On The Tree
Joined: Oct 2010
Posts: 135
Likes: 0
From: Dayton ,Ohio
It isn't the power it is how it is applied and how smooth it runs. If you whack a cheap bottom end with a 500 hit all at once for example, it may twist up or fold up some rods or whatnot. Turbos are generally very smooth and parts friendly unless you have some bad limiter cutting and reinstating power like a light switch.
Just build it to take the RPM range where the turbos will be happy and pay the most attention to the combustion chambers (including piston tops), rings, head gaskets and exhaust valves. Get these things and the tune right and a turbo mill is the gift that just keeps on giving.
Just build it to take the RPM range where the turbos will be happy and pay the most attention to the combustion chambers (including piston tops), rings, head gaskets and exhaust valves. Get these things and the tune right and a turbo mill is the gift that just keeps on giving.
