500 rwhp
Guys have attained the number you seek but to my knowledge nobody has come close with the parts you are considering.
A built motor will make more power than a stock shortblock IF it is done well, but displacement is NOT how it happens. You seem to be under the impression that adding 33cubic inches will have some big impact on output, it wont.
A built motor will make more power than a stock shortblock IF it is done well, but displacement is NOT how it happens. You seem to be under the impression that adding 33cubic inches will have some big impact on output, it wont.
good answer 96... it is all in the package.. it is a little harder to get amazing numbers with an Lt1 because of the head and intake.... now i know it is possible but look at spending at least 10K... or go with a 18 degree head.... sheet metal fab'd inatke and good cam.... and u will be there...
I can think of a couple making this kind of power with stock castings heads and intake, no welding, just not the ones the OP was asking about. Couple of the cars I am thinking of even made 480-520 through automatics with non-lockup converters both 383s, another one is a little 355 M6.
All three of these are using Advanced Induction's 200cc ported stock casting and ported stock intakes. Two of them run 10.8 one runs 9.8, one of the 10.8 cars is a 3855lbs Impala. The engine that runs 9.8 runs well on 93 octane but found pump gas to be too inconsistent for bracket racing at that level. The 10.8 355 is pump gas and I am not sure what the Impala runs for fuel, awesome sight to see it wheels up, as in BOTH over a foot off the ground.
Easiest way to try and get your goal will be to copy those who have done it before you.
All three of these are using Advanced Induction's 200cc ported stock casting and ported stock intakes. Two of them run 10.8 one runs 9.8, one of the 10.8 cars is a 3855lbs Impala. The engine that runs 9.8 runs well on 93 octane but found pump gas to be too inconsistent for bracket racing at that level. The 10.8 355 is pump gas and I am not sure what the Impala runs for fuel, awesome sight to see it wheels up, as in BOTH over a foot off the ground.
Easiest way to try and get your goal will be to copy those who have done it before you.
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Yes it is BUT it is not a small task.
https://ls1tech.com/forums/lt1-lt4-modifications/862777-10-s-w-ai-355-pump-gas-video.html
In post number 35 he links to the dyno charts.
499.52rwhp SAE 513rwhp STD Different correction factors.
This is revving to near the limits of the stock computer, I think going to say a 383 would allow you to make this same power at a little lower rpm. If you look it is 330tq SAE at 2500rpms so it makes really nice lowend too.
A good tuner is what it takes to make serious power drive well.
Spend a couple bucks on a lighter crank, maybe some shaft mounts and the numbers will only go up, maybe not a huge amount but by the time you do a girdle on stud mounts shafts are little more cost.
https://ls1tech.com/forums/lt1-lt4-modifications/862777-10-s-w-ai-355-pump-gas-video.html
In post number 35 he links to the dyno charts.
499.52rwhp SAE 513rwhp STD Different correction factors.
This is revving to near the limits of the stock computer, I think going to say a 383 would allow you to make this same power at a little lower rpm. If you look it is 330tq SAE at 2500rpms so it makes really nice lowend too.
A good tuner is what it takes to make serious power drive well.
Spend a couple bucks on a lighter crank, maybe some shaft mounts and the numbers will only go up, maybe not a huge amount but by the time you do a girdle on stud mounts shafts are little more cost.
TECH Addict
Joined: Jul 2005
Posts: 2,153
Likes: 3
$$$$
You're talking 383+ cid, 12/1 compression, AFR220's or larger, solid roller cam 250++ duration and .650+ lift, single plane intake conversion, 1 3/4" headers, etc. . . And even still will take alot of care and tuning to get there. 500 rwhp NA is no easy feat.
Mike
You're talking 383+ cid, 12/1 compression, AFR220's or larger, solid roller cam 250++ duration and .650+ lift, single plane intake conversion, 1 3/4" headers, etc. . . And even still will take alot of care and tuning to get there. 500 rwhp NA is no easy feat.
Mike
$$$$
You're talking 383+ cid, 12/1 compression, AFR220's or larger, solid roller cam 250++ duration and .650+ lift, single plane intake conversion, 1 3/4" headers, etc. . . And even still will take alot of care and tuning to get there. 500 rwhp NA is no easy feat.
Mike
You're talking 383+ cid, 12/1 compression, AFR220's or larger, solid roller cam 250++ duration and .650+ lift, single plane intake conversion, 1 3/4" headers, etc. . . And even still will take alot of care and tuning to get there. 500 rwhp NA is no easy feat.
Mike
IMO the recipe you propose is the exact mistake guys make and why this is achieved so rarely. Guys assume they need huge wild parts and blindly throw money at the goal when finesse is the key.
TECH Addict
Joined: Jul 2005
Posts: 2,153
Likes: 3
My last post is proof you are wrong on the heads, manifold duration, maybe even lift.
IMO the recipe you propose is the exact mistake guys make and why this is achieved so rarely. Guys assume they need huge wild parts and blindly throw money at the goal when finesse is the key.
IMO the recipe you propose is the exact mistake guys make and why this is achieved so rarely. Guys assume they need huge wild parts and blindly throw money at the goal when finesse is the key.
Aaaanywaaaay. . . for comparison:
Mike H had Thunder build him a stout LT1. Going from memory, it was 396 cid, AFR 220 Competition ported (300 cfm), 12/1, solid roller 256 .660", and a single plane intake. It made 485 rwhp at 6800 rpm.
Craig M had a local dirt-track shop built him an SBC for a 3rd gen. It was 441 cid, Dart 230 cc heads ported to ~320 cfm, 12.5/1, solid roller around 270, and a single plane intake. It made ~540 rwhp.
Mike
What did the LT1 run???
The OP asked about hitting a dyno goal, dyno goals are NOT the same as track goals which is a point that should be made. Lots of high dynoing cars out there that do not run and it is NOT just chassis, chassis certainly is a piece of ET but less so MPH.
If that is only 440rwhp then why are we seeing the ET/MPH results he has. Afterall there are a lot of cars out there in the 400-440rwhp range and they don't run like that??
The OP asked about hitting a dyno goal, dyno goals are NOT the same as track goals which is a point that should be made. Lots of high dynoing cars out there that do not run and it is NOT just chassis, chassis certainly is a piece of ET but less so MPH.
If that is only 440rwhp then why are we seeing the ET/MPH results he has. Afterall there are a lot of cars out there in the 400-440rwhp range and they don't run like that??
Talk to the guys at www.tpis.com or ask for Ron at www.prodynotech.com Pry dyno Tech the number for PDT is 765-225-1718, Back in the day Ron Bilyeu and TPIS built a hell of a bad *** vette ( found in the TPIS tips & hits book - the red & silver C4 vette).. Call and a lady will answer, she is pretty knowlegable too.. His current project is his C5 with an LS7 making 550rwhp...
Tell them Jeff with the maroon camaro told you to call.. It doesnt hurt to call and ask questions...
Tell them Jeff with the maroon camaro told you to call.. It doesnt hurt to call and ask questions...
On The Tree
Joined: Sep 2005
Posts: 169
Likes: 0
Originally Posted by speed_demon24
It will be a lot easier to reach your goal if you switch over to an LSx based setup.
Deamon, that was probably the perfect post.I made 500 RWHP with ported stock castings. Check out this very short video of one of my dyno pulls.
The best advise I have for you is to buy an engine from a company that has documented results that match your expectations.