396" DLRE,MMS,CAM MOTION 727 fwhp
12-24-2016, 11:06 PM
#41
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Rise of the Phoenix, thanks for your compliments, I am extremely
Happy with how this turned out.
Tusky, thanks the torque along with everything else on this
Build exceeded the expectations of everyone involved.
Happy with how this turned out.
Tusky, thanks the torque along with everything else on this
Build exceeded the expectations of everyone involved.
12-24-2016, 11:18 PM
#42
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big hammer you are right! The air flow capabilities of ported/aftermarket
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
12-25-2016, 08:13 AM
#44
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I can't wait for the motor to be installed!! Go be one wicked C5 
12-25-2016, 08:54 AM
#45
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Originally Posted by NAVYBLUE210
big hammer you are right! The air flow capabilities of ported/aftermarket
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
12-25-2016, 09:57 AM
#46
10 Second Club
big hammer you are right! The air flow capabilities of ported/aftermarket
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
12-25-2016, 02:36 PM
#47
TECH Enthusiast
LS3 heads are great... on a bigger bore. Anything under 4.065" and I wouldn't recommend them. They have too low a coefficient of discharge. But up the bore to 4.125" and the aftermarket castings from TFS and MAST seem to be about as good as the LS7 heads. Of course, Tony's work on them doesn't hurt.
Problem is people just hog them out, not thinking about it. you can get good cfm #'s but air gets turbulent as they are soo big. Right porting, using the thicker 7564 castings, get compression in there works wonders. Brenton Marusic hand ported my heads and we've even discussed putting new valve seats and going down to 2.08 inlet valve. But i digress.
OP great build, wish i had a dry sump
12-26-2016, 01:08 PM
#48
big hammer you are right! The air flow capabilities of ported/aftermarket
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
LS3 Heads really demonstrates their potential at 7000 RPM and beyond
As evidenced by speedtigger's "Little Beast" and the Aussie
DogsBalls 721 FWHP from 364".
The common denominator LLR from Cam Motion.
12-27-2016, 05:04 PM
#49
This is so true. I speculate that many do not take into consideration the relationship between displacement, RPM, port cross sectional area, port length and valve timing. It appears to me that many try to oversimplify head selection with "big head vs little head" thinking as if one could be universally superior to the other. I offer that the superior setup is the one where all of these factors are tuned effectively to their target RPM range and application.
I have some ported L92's that were going on a high compression nitrous 408 build (that I abandoned). Ended up putting on my son's car in sig, stock LQ4 (I did mill .025 to up compression some) and didn't make the power a good set of cathedrals probably would have made. We only spun it to 6,700 due to SBE.
12-28-2016, 06:03 AM
#50
TECH Veteran
Ragtopz28.... I totally agree I think it's possible to "over head" a motor as well too as a guy can put too much cam into a motor. Great post.
Its all about the whole COMBINATION.
Its all about the whole COMBINATION.
12-28-2016, 11:20 PM
#52
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dogsballs, Thanks for the compliment,
Very Impressed with your build as well!
wells01, Smaller rod journals,= less bearing surface area,less friction,
a little lighter weight crankshaft, maybe 6-8 HP @ 7K+ RPM, NA only
not for FI or heavy (over 150 ish) N2O, slightly overkill, but the
opportunity presented when i called Callies and they had the Crank
& Rods on the shelf. Slightly De-Stroked Magnum Crank (3.600")
paired with their Ultra Billet I Beam 6.35" Rods, only way to fit that rod
length & stroke and still have a decent compression height remaining
for the piston.
Very Impressed with your build as well!
wells01, Smaller rod journals,= less bearing surface area,less friction,
a little lighter weight crankshaft, maybe 6-8 HP @ 7K+ RPM, NA only
not for FI or heavy (over 150 ish) N2O, slightly overkill, but the
opportunity presented when i called Callies and they had the Crank
& Rods on the shelf. Slightly De-Stroked Magnum Crank (3.600")
paired with their Ultra Billet I Beam 6.35" Rods, only way to fit that rod
length & stroke and still have a decent compression height remaining
for the piston.
01-01-2017, 04:54 AM
#54
TECH Veteran
Hey Dan... Who came up with those cam specs? Just by looking at those cam specs on paper I would think you was thinking you running cathedral heads instead rectangular port headd. Very impressive with the small split.... I'm running LS3 heads with a bigger 229/244.
01-01-2017, 03:58 PM
#55
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CAM Logic Hello Tech – Wishing All of You a Blessed, Happy, Healthy, and Prosperous 2017!
Jermaine,
Before seeing Steve’s LLSR results I had planned to run a HR cam and figured 235° of intake duration would allow a 3.6” stroke to peak at about 7,000 rpm using MMS TFS LS3 heads while 393” would smooth the low end a little. A +8° exhaust split would work since Tony’s port work brought the TFS heads to a 74-70% exhaust/intake ratio from .300”-.650” of valve lift. This is much closer to his cathedral port heads compared to GM & aftermarket/ported LS3 heads. In speaking with Kip @Cam Motion he told me to add +8° to account for valve lash when converting from HR to LLSR which would have been 243/251. In studying Steve’s “Little Beast” he was only using a +12° split
planning for use with 200+HP N20. I liked his HP curve/graph peaking ~7000 rpm and carrying to 7,500 without rolling over and figured I would be close to that with a +6° split with a 115° LSA combined with a long rod ratio (Kip specced the Advance @+3°) even though our applications are quite different (heavy ¼ mile/street car vs. lighter & top speed). I learned a lot from his 2 LLSR builds and suggest anyone considering LLSR do the same. His threads are incredibly well detailed and well written maybe more applicable to the majority of applications here I suspect.
I have an appointment for Feb 3rd at Westech Performance Group to dyno again this time with a Mamofied Fast 102 with shorter, mid-length HP runners, 102 TB & 1-7/8” LTs vs 1-3/4 Tri Ys previously.
Looking forward to some clean 7,600 rpm pulls (with a graph this time LOL).
Dan
Jermaine,
Before seeing Steve’s LLSR results I had planned to run a HR cam and figured 235° of intake duration would allow a 3.6” stroke to peak at about 7,000 rpm using MMS TFS LS3 heads while 393” would smooth the low end a little. A +8° exhaust split would work since Tony’s port work brought the TFS heads to a 74-70% exhaust/intake ratio from .300”-.650” of valve lift. This is much closer to his cathedral port heads compared to GM & aftermarket/ported LS3 heads. In speaking with Kip @Cam Motion he told me to add +8° to account for valve lash when converting from HR to LLSR which would have been 243/251. In studying Steve’s “Little Beast” he was only using a +12° split
planning for use with 200+HP N20. I liked his HP curve/graph peaking ~7000 rpm and carrying to 7,500 without rolling over and figured I would be close to that with a +6° split with a 115° LSA combined with a long rod ratio (Kip specced the Advance @+3°) even though our applications are quite different (heavy ¼ mile/street car vs. lighter & top speed). I learned a lot from his 2 LLSR builds and suggest anyone considering LLSR do the same. His threads are incredibly well detailed and well written maybe more applicable to the majority of applications here I suspect.
I have an appointment for Feb 3rd at Westech Performance Group to dyno again this time with a Mamofied Fast 102 with shorter, mid-length HP runners, 102 TB & 1-7/8” LTs vs 1-3/4 Tri Ys previously.
Looking forward to some clean 7,600 rpm pulls (with a graph this time LOL).
Dan
Last edited by NAVYBLUE210; 01-05-2017 at 10:18 PM.
01-03-2017, 09:14 PM
#57
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gnx7 Thanks for your support & encouragement!
Looking forward to seeing you @ Mojave
Looking forward to seeing you @ Mojave
Last edited by NAVYBLUE210; 01-04-2017 at 02:03 PM.
02-05-2017, 01:09 PM
#59
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Small update
2 bits of disappointing news on Friday the 13th (lol)
1. Dyno date postponed to 24 Feb due to Westtechs tuner
Committed to desert truck race before schedule came out.
2. Didn't really matter as I found out later the same day
No Mohave Magnum Events for all of 2017!
Looking at possibility of Bonneville Salt Flats in Sep
However twice travel distance, & time with the
Requirement of full welded roll cage and parachute.
(hadn't wanted to do full welded cage)
Anyway that's life & racing, LOL
Should have results and Dyno Graph 24 Feb.
2 bits of disappointing news on Friday the 13th (lol)
1. Dyno date postponed to 24 Feb due to Westtechs tuner
Committed to desert truck race before schedule came out.
2. Didn't really matter as I found out later the same day
No Mohave Magnum Events for all of 2017!
Looking at possibility of Bonneville Salt Flats in Sep
However twice travel distance, & time with the
Requirement of full welded roll cage and parachute.
(hadn't wanted to do full welded cage)
Anyway that's life & racing, LOL
Should have results and Dyno Graph 24 Feb.