5ABIVT almost Alive !! Few sneak peak pics of the Motor !! :)
07-28-2011, 08:12 AM
#41
lol I hope that was in a good way !
Here's a quick mockup of the idea I had for a Hogan manifold. I could move the throttle body forward for some more volume etc too but don't think it helps the air flowing to the front cylinders like a low profile elbow. WIth the plenum volume being bigger it should help the cyls fighting for air at lower volume/rpm though.
Dont laugh !!
Here's a quick mockup of the idea I had for a Hogan manifold. I could move the throttle body forward for some more volume etc too but don't think it helps the air flowing to the front cylinders like a low profile elbow. WIth the plenum volume being bigger it should help the cyls fighting for air at lower volume/rpm though.
Dont laugh !!
07-28-2011, 08:37 AM
#43
yeah the hood clearance thing is what will ultimately hurt regardless of what I choose. I just wont change the stock hood i havent see a hood for a c4 I like besides a callaway hood but that's just as low at the manifold part. A larger plenum and a Svic would or should be better than an LT4 manifold though.. and will look oh so sexy !
07-28-2011, 08:52 AM
#44
ALso placed an order for an ATI damper shell with Magnets inside it so I dont have to use a wheel on the front.
Sending the Mcleod twin disk back for a re-check on balance on the alum flywheel and for all new hardware. Old shoppe tossed every bolt and fastener into one bin and I have no idea what goes where to put this back together
Sending the Mcleod twin disk back for a re-check on balance on the alum flywheel and for all new hardware. Old shoppe tossed every bolt and fastener into one bin and I have no idea what goes where to put this back together
07-28-2011, 06:09 PM
#47
Glad to see it coming together, Mike! I could hear the gears turning when we mentioned doing a throttle response oriented build. 
Curious to see how the LSFO works out. We run that firing order in other engines, but I do not recall one w/ the LT manifold. It was 252/258 .670" btw - nothing terribly big or aggressive; it needs to be enjoyable & drive well. 
On manifolds, I would not waste $ on a super victor, fabricated, etc. The manifold needs to be done with the cylinder head, and you will likely end up spending several thousand for an aesthetic gain and a performance loss. Put a monoblade on it and take comfort knowing you already have a nearly ideal manifold for your application. If you really want to have an significant jump in performance, it'd be better to go the route previously discussed & simply have us provide a converted 12-18deg head & manifold. Of course then you're back to changing everything but the block, crank, and rods. Try and avoid 9k, it should survive a couple mishaps due to the RPM headroom we attempt to build in, but don't go there intentionally.
Thanks for sharing, it all looks great. Certainly one of the cleanest c4's we've ever seen. Good luck!
8500rpm for a small block is average RPM (for race setups) & about as far as we'd normally go w/ a steel valve. The handful of 500-600rwhp long blocks we have provided have ended up at $18-23k depending on options like electronics, fuel system, etc. It is cheap and easy to make 400-450 or so, a little more expensive to get into the high 400's, and beyond the point of diminishing returns to attempt an honest 500+rwhp sae for most. That is of course doing it reliably with good longevity. Expensive, but fun.
Curious to see how the LSFO works out. We run that firing order in other engines, but I do not recall one w/ the LT manifold. It was 252/258 .670" btw - nothing terribly big or aggressive; it needs to be enjoyable & drive well. On manifolds, I would not waste $ on a super victor, fabricated, etc. The manifold needs to be done with the cylinder head, and you will likely end up spending several thousand for an aesthetic gain and a performance loss. Put a monoblade on it and take comfort knowing you already have a nearly ideal manifold for your application. If you really want to have an significant jump in performance, it'd be better to go the route previously discussed & simply have us provide a converted 12-18deg head & manifold. Of course then you're back to changing everything but the block, crank, and rods. Try and avoid 9k, it should survive a couple mishaps due to the RPM headroom we attempt to build in, but don't go there intentionally.
Thanks for sharing, it all looks great. Certainly one of the cleanest c4's we've ever seen. Good luck!
Wow...I didn't know the LT platform was capable of turning 8500 rpms that's insane! 
It's cool to see a LT build going the path less taken. Just curious though, about how much more does a ultra high-end build like this cost compared to the $6-8K most spend on "cookie-cutter" strokers? $15-20K or more? Not that it's any of my business; I can't help but wonder.
It's cool to see a LT build going the path less taken. Just curious though, about how much more does a ultra high-end build like this cost compared to the $6-8K most spend on "cookie-cutter" strokers? $15-20K or more? Not that it's any of my business; I can't help but wonder.
07-29-2011, 11:06 AM
#48
Yeah it definitely gets pricey I haven't even stopped to add up all the cost so far. Can't wait to hear it on the engine dyno and to get it in the car. I will definitely be putting up pics and vids and making new ones (the one I linked is years old).
I never liked Nascar as a kid but I'll admit I watched a ton of it. I used to just watch it waiting for the in car cams so i could hear the motors spin with the tv volume cranked to full. I knew nothing about motors back then. years later I realized they were still pushrod v-8s i was like man.. someday i'm gonna do that to my car.
Import guys always mock the 'no replacement for displacement' saying. All they ever did was have motors that rpm'd to make power from small displacements. Now I'm doing both
going to order my new plate soon..
8000 RPM
I never liked Nascar as a kid but I'll admit I watched a ton of it. I used to just watch it waiting for the in car cams so i could hear the motors spin with the tv volume cranked to full. I knew nothing about motors back then. years later I realized they were still pushrod v-8s i was like man.. someday i'm gonna do that to my car.
Import guys always mock the 'no replacement for displacement' saying. All they ever did was have motors that rpm'd to make power from small displacements. Now I'm doing both
going to order my new plate soon..
8000 RPM
08-01-2011, 09:54 AM
#49
It is as silly as the VVT etc. talking point. There is no replacement for money.
Hopefully it wont take a ton of work to get it sorted out so you can begin to identify restrictions etc. and refine the setup. Good luck!
-Phil
08-01-2011, 07:00 PM
#50
I dont care what people say about the racing aspect of nascar. Turning left, boring, fun, awesome, i dont care about it at all. But those engines are super impressive, not saying other engines are crap out there in the racing world, but there really isnt a worse atmostphere and engine running conditions then a nascar race. F1 cars turn and brake and accelerate and shift. Nascar its just 3-4 hours of 9000rpm on sometimes a 120 degree or higher track. And thats just impressive to me.
08-02-2011, 11:15 PM
#53
I dont care what people say about the racing aspect of nascar. Turning left, boring, fun, awesome, i dont care about it at all. But those engines are super impressive, not saying other engines are crap out there in the racing world, but there really isnt a worse atmostphere and engine running conditions then a nascar race. F1 cars turn and brake and accelerate and shift. Nascar its just 3-4 hours of 9000rpm on sometimes a 120 degree or higher track. And thats just impressive to me.
I can't wait to get it rolling now that i have a dslr and some practice taking shots.Long rod (6.2) so better rod/stroke ratio and its benefits
smaller piston (lighter)
smaller journals (less friction)
here is a quote from an article that was the first thing that popped up when i just googled it:
--------------------------------------------------------------------------------
Effects of Long Rods
Pro:
» Provides longer piston dwell time at & near TDC, which maintains a longer state of compression by keeping the chamber volume small. This has obvious benefits: better combustion, higher cylinder pressure after the first few degrees of rotation past TDC, and higher temperatures within the combustion chamber. This type of rod will produce very good mid to upper RPM torque.
» The longer rod will reduce friction within the engine, due to the reduced angle which will place less stress at the thrust surface of the piston during combustion. These rods work well with numerically high gear ratios and lighter vehicles.
» For the same total deck height, a longer rod will use a shorter (and therefore lighter) piston, and generally have a safer maximum RPM.
