IROCtheThird

iTrader: (15)

Now that the car is mostly done I can start thinking about the next build. I have an LSX I was going to build but after thinking I am just going to stick to a genI. What I'm thinking is a Dart block, 355ci forged rotating assembly, AFR 210cc eliminators, Vic E single plane EFI with 90mm LS1 tb, COMP 280/292XFI-HR, with around 11:1-11:5 scr. Now as far as things like valvetrain, oiling, ignition, etc I'm going to have questions but I just wanted to get the jist of it out there for critique. I'd like to see 500+ rwhp. Am I going in the right direction?

vetteoz

iTrader: (13)

If you are going that path build a 383 or bigger; much easier to get Hp from than a 355

Sprayed92

Yeah 383but atleast might need more compression than that too. My 383 is 13:1 and my cam is bigger than both of those cams and I seriously doubt my car makes more than 450rwhp and im using profiler heads 210 cc ever might be a cheaper option than afrs

IROCtheThird

iTrader: (15)

Sprayed are you still running on pump gas?

vetteoz

iTrader: (13)

Will get more response if you post question in Tech / Engine Dept
https://www.thirdgen.org/forums/tech-general-engine/

This is intake Dept

HiTech5

iTrader: (4)

In order to get to tha HP level, you'll need to spin the motor 7000 + rpm.
With that being said, you should be looking at solid roller cams. I run a SR with a 4/7 firing order swap. Very impressive power and driveability.

IROCtheThird

iTrader: (15)

I know, and part of this build is an Alternitive Port EFI, as I'm still not 100% sure on that either.

IROCtheThird

iTrader: (15)

I thought about SR but I hear the lifters always need to be adjusted and its a pita. Should I be looking at more cubes? As for rpm's I know I'm going to have to spin it up. Now CC6 says a 400 with AFR 210's, single plane high flow, 12:5:1, and an XR294HR would make 663hp at 7000rpm and 589ft/lb at 5000rpms. I know its not the most accurate program but is that a plausable number with that combo providing a spot on tune?

HiTech5

iTrader: (4)

With the right springs and a stud girdle, I have been able go for quite awhile before adjustment. In fact I just adjusted the valves and they were all in spec.

As they say, not replacement for displacement.

Pat Hall

iTrader: (31)

If you're really set against running a solid roller, you might try using the LS7 lifters and a Hydra-Rev kit from AFR. I've heard the LS7 lifters can handle some pretty high rpms without problems, and topped off with the Hydra-Rev kit, that might keep your valvetrain under pretty good control. Probably oughta go with titanium spring retainers too. In the drivetrain department, maybe go with 4.10 gears and a stall converter around 3600.

IROCtheThird

iTrader: (15)

I'm not completely against SR, just new territory for me. I'm up for whatever gets me to my goal the easiest. But the LS7 lifters/Hydra-Rev kit might be the way I end up going. As for stall I'm actually probably going to go with a 4000+ if the curve looks anything like CQ6's does. And yeah around a 4:11 in the rear and going to switch to a TH-400. I really want to be able to dip into the 9's with this combo, but would happily settle for low/mid 10's.

Now as far as the Victor E EFI and 90mm LS1 tb, is that enough air to support my goals?

vetteoz

iTrader: (13)

In that case for real world results ( not CC6)

http://xtremecarzone.com.au/index.php?showtopic=386

Sprayed92

No im running a 50/50 mix of 93 and 110

IROCtheThird

iTrader: (15)

Yeah I've deffinatly read that article a few times over. Now my question is, do you think on a more wild motor the results would've been the same as far as the top 3 go, MR, HSR, Single Plane? Or is there a point when a single plane exceeds the two?

vetteoz

iTrader: (13)

seems to be cubes related
Past reading seems to indicate big Cube (400+ ) engines need the SP to make full power
Even the MR has documented air distribution problems at higher revs because the air can't turn fast enough into the front ports so there are variations in fueling between cylinders.

https://www.thirdgen.org/forums/post...07-post14.html

Based on the results of the TPI Shootout were they bested at 500 crank Hp I suggest you are going to need something bigger ,more radical than a 355 or NOS to get your 500 RWHP

http://ls1tech.com/forums/10633523-post1.html

IROCtheThird

iTrader: (15)

That was a big factor in wanting to go with SP for this one.

Since I'm going with aftermarket block/rotating assembly the Dart 4" and 4.125" bore blocks are the same price and pretty much the same story with 3.48"/3.75" rotating assemblys so its pretty much a no brainer to start with 400 cubes.

Btw did they ever spec the size of those TF heads they used in the shootout?

I'm still questioning the AFR 210's, should I be thinking of the 220's?

Vetteoz I see your running a SP 383, would you mind sharing your specs on the motor? Any dyno runs with it?

IROCtheThird

iTrader: (15)

Now here's a real good example https://www.thirdgen.org/forums/alte...-421-dyno.html

I deffinatly see it possible to reach 500whp 220cc heads, SP efi, and more cam even with 21 less cubes.

He hit 434rwhp with AFR 195's, MR, and a smaller cam then I am planning. Plus he is running resonators and mufflers, my exhaust will be LT's to turndowns, MAYBE some bullets if its to loud to blast down the street every now n then.

I also noticed that guy on LS1tech picked up 50rwhp by switching from a 90* elbow/90mm tb to a 4bbl. Another no brainer.