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Project is getting some movement. Longblock should be read to go in a week. Decided to have Manna pull the pistons and open up the ring gaps like Jon Capizzi has. I also just realized I forgot to order some stuff so I went over to BrianTooleyRacing and ordered a bunch of stuff.
So your planning on having Capizzi tune it then going after his record?
Originally Posted by Pro Stock John
Planning to get a base tune from him for $ of course, and I'm not going for his records, I won't be as light for one. But I'd like to do well and back his record up.
Is Capizzi the leading edge guy of turbo tunes ? what is his tuning worth out of curiousity?
Hes the guy with the new data on the SBE record so right now hes hotter than mid summer Arizona asphalt.
Plus the guy has sack. To take the sbe over 7500 RPM was generally advised against by many, most, almost all. To blow past it to almost 9K was considered insane, never gonna hold etc etc etc.
Sounds a lot like the first time I heard someone say the goal was 800whp SBE 5.3, iirc they were literally laughed at, until it worked.
This is our game. Theory, application, test, results, back them up. WIN!
The sack part plays a big factor when you consider what can happen at those speeds, and those power levels and this is where people need to pay close attention to whats going on and work their builds up in a sensible manner. Clearly Capizzi did this as his car runs straight, smooth, and looks effortless. Meanwhile any of us who have been following along with these SBE efforts know full well how challenging it is to get into the 8's with any sense of safety, now this guy at 7's?
*Hats off boys* Damn fine work
Also PSJ im glad to see you getting this project together at this level. If anyone deserves such a thing? Its you. Have fun, play safe, we'll be watching yeee haww!
Last edited by cam; Oct 12, 2017 at 07:12 AM.
Reason: kudos
We pulled my LM7 pistons out and gapped the rings Capizzi style:
Pistons back in, Holley 302-2 pan installed, Baker Capizzi V1 5.3 cam installed, zero-decked 799s installed (AES went over them for me thank you Tony), Melling oil pump too. BTR trunnion mod.
I need to pick up Motion coolant crossover and Holley High Ram to keep this going.
This may sound like a dumb question and at the risk of being flamed, I will ask anyway. Do you guys end up re-using the bearings when you pull the pistons/rods to file the ring gaps? Is there a risk of not getting the bearings back on the same way they came off?
Nice! What gaps did you go with? I have to admit I have been eyeballing that L33 on the rack quite a bit since you started this thread
ryeguy2006a if the bearings are still good yes you can reuse them and most are still good. With LSx builds its easy because the rod cap is cracked so you cant really mess them up they only fit one way and you cant really over torque em unless your a total spaz. Theres two rod types for gen 3 and type 2 ( most of us us the second design because they are stronger )
Second design rod bolts; first pass 15'lb torque, second pass 75 degrees. Easy peasy
Last edited by cam; Nov 1, 2017 at 04:07 PM.
Reason: PSJ Got me at the stripe!
Nice! What gaps did you go with? I have to admit I have been eyeballing that L33 on the rack quite a bit since you started this thread.
Second design rod bolts; first pass 15'lb torque, second pass 75 degrees. Easy peasy
^Torque specs, yep.
Gaps went around 25 thousandths.
Holley 302-2 pan, LM7 shortblock, Baker 5.3 cam, zero decked 799 heads, Summit truck balancer. Going to use a 5th gen water pump. I got ICT alternator brackets let's see if they work okay. I read something about about avoiding over spinning the alternator, need to research that.
I need to order High Ram intake as next. Then err'thing can be dropped in for turbo kit fab.
Hurt two alternators. Make sure you use the stock size pulley which I think is 2.25 diameter then no problems also use non rebuilt one as rebuilds have shitty regulators that are prone to overrev problems
I too asked about the reluctor count in the sbe record thread, crickets
As for alternator RPM? I've spun mine past 8 many times now, Powerbond UD pulley with stock LS1 alternator. No issues with that combo. I had all sorts of trouble with the power steering blowing hoses though. I ended up with a fork truck hose I had made to fit and we welded the GM fittings on. No problems since
Im shocked if its on 24x, thats not a lot of data to tune with at those crank speeds. 58x is one data marker every 6 degrees of crank rotation vs 24x which is one data marker every 15 degrees.
5.3L MPS @ 8500 RPM = 2 x 3.62 ( 8500/60 ) 7.24 x 141.67
MPS = 1025.67" per second
Roughly 85' per second of piston travel divided by both 24, and 58 respectively
24x = 3.6' piston travel per data point
58x = 1.4' piston travel per data point
Maybe worthless info, but I was curious so I posted it up. I know if I was running a Holley system which supports 58x I would definitely want that extra data for the cost of a reluctor swap, especially if the bottom end was being opened up. Although if this is getting done on 24x maybe im wasting time here?
I cant recall who said this but in previous boost discussions it was said when it comes to boost; spend the money on the fuel system, and consider engines replaceable as you will eat through them testing the limits of the set up. For this very reason alone the SBE makes tons of sense.
I had settled a few years back at 7K redline 24x sbe L33 S480 on E85 with deka 80's and a decent electric single or maybe dual 450's or something like that. I never really did set a goal, more of a plan to max that out and see if im pleased with it type thing. Whenever I do get around to it I would like to see 8.9x at min. Some sort of 8 would be great
Im shocked if its on 24x, thats not a lot of data to tune with at those crank speeds. 58x is one data marker every 6 degrees of crank rotation vs 24x which is one data marker every 15 degrees.
5.3L MPS @ 8500 RPM = 2 x 3.62 ( 8500/60 ) 7.24 x 141.67
MPS = 1025.67" per second
Roughly 85' per second of piston travel divided by both 24, and 58 respectively
24x = 3.6' piston travel per data point
58x = 1.4' piston travel per data point
Maybe worthless info, but I was curious so I posted it up. I know if I was running a Holley system which supports 58x I would definitely want that extra data for the cost of a reluctor swap, especially if the bottom end was being opened up. Although if this is getting done on 24x maybe im wasting time here?
For what it's worth....I spin my 24x to 7700rpm with no signs of degradation of resolution.
But I'm far from the SME (subject matter expert) on reluctor wheels.
Would like some clarity from those who have hit the limits or have insight on where the short comings of the two different styles of reluctor lie.
I apologize John, not trying to derail your thread...
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