Normally Aspirated 500hp Stroker Possible?
10-19-2007, 07:57 PM
#21
Team Owner
Member Since: Mar 2001
Location: Boston, Dallas, Detroit, SoCal, back to Boston MA
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Impressive, most impressive
Nice of them to list the build
Specifications:
Camshaft
Manufacturer: Comp Cams
Type:Hydraulic Roller
Operating Range: 2300-6300 RPM
Idle Quality:Good
Duration:Intake: 236˚@ .050”
Exhaust: 244˚@ .050”
Lift:Intake: .585”
Exhaust: .580”
Lobe Separation: 112˚
Heads:
Type:
Trick Flow Aluminum LT1, five angle performance valve job, Lloyd Elliot (LE2) porting, valves back cut and new valve guides
Combustion Chamber: 62cc
Intake Runner: 210 cc
Intake Valves: Stainless Steel 2.02”
Exhaust Valves: Stainless Steel 1.60”
Block: Thermally cleaned and Stainless Steel Shot. Inspected by MPI process. Decked, bored, honed with torque-plates and pressure washed. Clevite cam bearings and pioneer brass freeze plugs installed.
4-bolt main caps and ARP main studs.
Crank: Eagle 4340 forged steel 3.875” internal balance
Rods: Scat 4340 forged steel, 6” length, floating pin
Pistons: SRP forged
Rings: Speed Pro Plasma-Moly
Bearings: Clevite H-series main and rod bearings
Core Plugs: Brass Pioneer core plugs
Main Studs: ARP Performance main studs
Lifters: Comp Cams Hydraulic Roller
Pushrods: Comp Cams Magnum series
Valve Springs: Comp Cams
Rocker Arms: Comp Cams Pro Magnum 7/16 Full-Roller 1.5 Ratio
Timing Set: GM LT4 Extreme duty roller
Timing Cover: Factory Aluminum timing cover
Oil Delivery: Melling high volume pump, pickup tube and HD Drive
Oil Pan: New factory 5-quart
Gasket Set: Fel-Pro Performance
Head Bolts: ARP Performance Hex Head
Camshaft
Manufacturer: Comp Cams
Type:Hydraulic Roller
Operating Range: 2300-6300 RPM
Idle Quality:Good
Duration:Intake: 236˚@ .050”
Exhaust: 244˚@ .050”
Lift:Intake: .585”
Exhaust: .580”
Lobe Separation: 112˚
Heads:
Type:
Trick Flow Aluminum LT1, five angle performance valve job, Lloyd Elliot (LE2) porting, valves back cut and new valve guides
Combustion Chamber: 62cc
Intake Runner: 210 cc
Intake Valves: Stainless Steel 2.02”
Exhaust Valves: Stainless Steel 1.60”
Block: Thermally cleaned and Stainless Steel Shot. Inspected by MPI process. Decked, bored, honed with torque-plates and pressure washed. Clevite cam bearings and pioneer brass freeze plugs installed.
4-bolt main caps and ARP main studs.
Crank: Eagle 4340 forged steel 3.875” internal balance
Rods: Scat 4340 forged steel, 6” length, floating pin
Pistons: SRP forged
Rings: Speed Pro Plasma-Moly
Bearings: Clevite H-series main and rod bearings
Core Plugs: Brass Pioneer core plugs
Main Studs: ARP Performance main studs
Lifters: Comp Cams Hydraulic Roller
Pushrods: Comp Cams Magnum series
Valve Springs: Comp Cams
Rocker Arms: Comp Cams Pro Magnum 7/16 Full-Roller 1.5 Ratio
Timing Set: GM LT4 Extreme duty roller
Timing Cover: Factory Aluminum timing cover
Oil Delivery: Melling high volume pump, pickup tube and HD Drive
Oil Pan: New factory 5-quart
Gasket Set: Fel-Pro Performance
Head Bolts: ARP Performance Hex Head
10-19-2007, 10:34 PM
#22
Le Mans Master
http://www.golenengineservice.com/sp...l/396_520.html
Impressive, most impressive
Nice of them to list the build
Keep those cards and letters coming.
Jake
10-19-2007, 11:07 PM
#23
Team Owner
Member Since: Mar 2001
Location: Boston, Dallas, Detroit, SoCal, back to Boston MA
Posts: 30,607
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167 Posts
Didn't say it wasn't.
Riddle me this, what's it take for a full weight C4 to run 10's?
There's guys on the forum doing that with 401's, 383's, and 350's
EDIT
Linky
http://www.ideasandsolutions.biz/Hoover/perfmod.html
85vet took me for a ride downtown in his 10sec 383 (non-LT1)
http://forums.corvetteforum.com/memb...ster&t=1824767
CORKVETTE1's 10sec 355
http://forums.corvetteforum.com/member.php?u=13472
Riddle me this, what's it take for a full weight C4 to run 10's?
There's guys on the forum doing that with 401's, 383's, and 350's
EDIT
Linky
http://www.ideasandsolutions.biz/Hoover/perfmod.html
85vet took me for a ride downtown in his 10sec 383 (non-LT1)
http://forums.corvetteforum.com/memb...ster&t=1824767
CORKVETTE1's 10sec 355
http://forums.corvetteforum.com/member.php?u=13472
Last edited by BrianCunningham; 10-19-2007 at 11:20 PM.
10-20-2007, 12:05 AM
#24
Team Owner
Last edited by Demonic85; 10-20-2007 at 12:10 AM.
10-20-2007, 06:39 AM
#25
Pro
Member Since: Jun 2007
Location: the best car on earth ,vettes are best
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hi guys,
well the best intake system for a chev engine as far as all round rear wheel horse power is a 8 indiviual throttle body intake that runs 8 x 50 mm diameter butter flys & has 14 " long runner/trumpets that are in a cross ram style flow.
good for about 50 rear wheel horspeower in all rev range.
cheers
shae
well the best intake system for a chev engine as far as all round rear wheel horse power is a 8 indiviual throttle body intake that runs 8 x 50 mm diameter butter flys & has 14 " long runner/trumpets that are in a cross ram style flow.
good for about 50 rear wheel horspeower in all rev range.
cheers
shae
10-20-2007, 10:46 AM
#26
Le Mans Master
Didn't say it wasn't.
Riddle me this, what's it take for a full weight C4 to run 10's?
There's guys on the forum doing that with 401's, 383's, and 350's
EDIT
Linky
http://www.ideasandsolutions.biz/Hoover/perfmod.html
85vet took me for a ride downtown in his 10sec 383 (non-LT1)
http://forums.corvetteforum.com/memb...ster&t=1824767
CORKVETTE1's 10sec 355
http://forums.corvetteforum.com/member.php?u=13472
Riddle me this, what's it take for a full weight C4 to run 10's?
There's guys on the forum doing that with 401's, 383's, and 350's
EDIT
Linky
http://www.ideasandsolutions.biz/Hoover/perfmod.html
85vet took me for a ride downtown in his 10sec 383 (non-LT1)
http://forums.corvetteforum.com/memb...ster&t=1824767
CORKVETTE1's 10sec 355
http://forums.corvetteforum.com/member.php?u=13472
Jake
10-20-2007, 11:07 AM
#27
10-20-2007, 11:38 AM
#28
Le Mans Master
I order to have a meaningful discussion on this topic, I think we should define the parameters.
Original poster has a 96 LT1, like mine. So that's the starting point. Now, how much power can we squeeze out of that sucka without it becoming a time bomb? We'd need to know his feelings about streetability, but since we don't, let's just work without it for now.
Here's my thinking: Biggest you can safely bore the LT1 block is .060. Some have pushed that to .100, but the walls would be too thin for me to live with after the block has been bored that much.
If, and I repeat IF, a 4" stroke crank can be stuffed in it, we end up with somewhere in the area of 414 CID. Check my math on that.
First question: Can a 4" stroke crank be made to fit in a LT1 block?
Assuming it can, we begin with 414 CID. Now in order to feed that sucka we'd need some serious airflow. I believe the heads would have to flow in the 320/340 cfm range. Am I right on that? Easier said than done dealing with a LT1.
Second question: Is there a readily available head that cam flow those kinds of numbers? I don't think so, at least not off the shelf. So now we're left with some serious porting and modifications to boost the flow. But what parts have that capability?
Third question: Can even the new AFR Eliminator heads be ported enough to flow those kinds of numbers? Remember, we're still talking LT1.
Another assumption; Let's say a set can be ported to get, at least, close to those flow numbers, so now we're faced with the intake selection. Remember, the intake has to flow at least 10% MORE than the heads flow. A mag article said 10%, but Bob Jones, formerly of Extrude Hone, says 20% is more like it.
Fourth question: What intake manifold is available that can be ported to flow those numbers? We'd be talking somewhere in the area of 350/375 cfm @ 10% and 385/408 cfm @ 20%; That's serious flow folks. Don't forget, we're still talking LT1. I don't believe there's one out there, at least not one we can readily get our hands on.
The rest of the stuff we'd need is much more easily found; like camshaft/valve train parts, exhaust, etc.
Drop it in the car, strap it down and let it rip. Assuming (yea, another one) we COULD get those parts, I'll bet it'll make it then. Hell, look at what GM had to do to the LSx engines to get the power up.
BUT I don't see us being able to get that kind of airflow out of a LT1 setup, so this is all academic, but fun to kick around.
Just my thoughts.
Jake
Original poster has a 96 LT1, like mine. So that's the starting point. Now, how much power can we squeeze out of that sucka without it becoming a time bomb? We'd need to know his feelings about streetability, but since we don't, let's just work without it for now.
Here's my thinking: Biggest you can safely bore the LT1 block is .060. Some have pushed that to .100, but the walls would be too thin for me to live with after the block has been bored that much.
If, and I repeat IF, a 4" stroke crank can be stuffed in it, we end up with somewhere in the area of 414 CID. Check my math on that.
First question: Can a 4" stroke crank be made to fit in a LT1 block?
Assuming it can, we begin with 414 CID. Now in order to feed that sucka we'd need some serious airflow. I believe the heads would have to flow in the 320/340 cfm range. Am I right on that? Easier said than done dealing with a LT1.
Second question: Is there a readily available head that cam flow those kinds of numbers? I don't think so, at least not off the shelf. So now we're left with some serious porting and modifications to boost the flow. But what parts have that capability?
Third question: Can even the new AFR Eliminator heads be ported enough to flow those kinds of numbers? Remember, we're still talking LT1.
Another assumption; Let's say a set can be ported to get, at least, close to those flow numbers, so now we're faced with the intake selection. Remember, the intake has to flow at least 10% MORE than the heads flow. A mag article said 10%, but Bob Jones, formerly of Extrude Hone, says 20% is more like it.
Fourth question: What intake manifold is available that can be ported to flow those numbers? We'd be talking somewhere in the area of 350/375 cfm @ 10% and 385/408 cfm @ 20%; That's serious flow folks. Don't forget, we're still talking LT1. I don't believe there's one out there, at least not one we can readily get our hands on.
The rest of the stuff we'd need is much more easily found; like camshaft/valve train parts, exhaust, etc.
Drop it in the car, strap it down and let it rip. Assuming (yea, another one) we COULD get those parts, I'll bet it'll make it then. Hell, look at what GM had to do to the LSx engines to get the power up.
BUT I don't see us being able to get that kind of airflow out of a LT1 setup, so this is all academic, but fun to kick around.
Just my thoughts.
Jake
10-20-2007, 12:02 PM
#29
jimi hendrix? NEVER again will it get as good as that. he literally scared the living daylights out of every guitarist in his midst. jimi is god.
by the way, i agree with your acknowledgement of the power of today's onslaught. the C4 is woefully left behind, there are people who will argue all day long to justify otherwise, some eveen think their stock L98 is still the best thing since sliced bread although there are legions that would laugh at them otherwise, nonetheless that's inconsequential and a waste of time in engaging in those discussions.
by the way, i agree with your acknowledgement of the power of today's onslaught. the C4 is woefully left behind, there are people who will argue all day long to justify otherwise, some eveen think their stock L98 is still the best thing since sliced bread although there are legions that would laugh at them otherwise, nonetheless that's inconsequential and a waste of time in engaging in those discussions.
Yeah. . . to add insult to injury, they are coming out with a 468hp HYBRID!!!!!!! People still cannot believe the Corvette's fuel economy however. . . .maybe a hybrid will get mid 30s? Thats not far from Corvette land.
10-20-2007, 12:05 PM
#30
Team Owner
Member Since: Oct 2004
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St. Jude Donor '05
I think there are some vids on youtube somewhere of Jimi driving his Vettes. Guy was blind as a bat but loved the cars.
10-20-2007, 01:03 PM
#31
Safety Car
http://www.fast93z.com/mods.php
522 rwhp 428 rwtq (no nitrous) Oct 2006
10-20-2007, 02:24 PM
#32
Team Owner
Member Since: Mar 2001
Location: Boston, Dallas, Detroit, SoCal, back to Boston MA
Posts: 30,607
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All I did was post a link.
So what do you think 85vet and Cork are making?
Last edited by BrianCunningham; 10-20-2007 at 02:29 PM.
10-20-2007, 03:10 PM
#33
Le Mans Master
I didn't mean to be accusatory, only trying to make the distinction between crank and rear wheel numbers and that 500 at the rear wheels ain't a piece of cake. You know, like "Well, I'll just buy one of Golen's and I'm home free".
I don't know what their engines make. Let's ask 'em and see if they'll give it up. I'll bet it's not with an LT1 though.
Hey CORK, Got Your Ears On?
Jake
10-20-2007, 06:23 PM
#34
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im just comparing that cam to my new ordered cam for performance wise
hi guys,
just wandering the cam mentioned in that build ABOVE which was a comp cam hydraulic roller cam with
236 int @ .50"
244 exh @.50"
112 lobe sep,
585 " int lift int
580 " lift exh
rev range 2,300-6,300,
well would there be much difference in all round performance between that and this cam i have just order now which is also a comp cam hydraulic roller with ??
HERE IS THE CAM I JUST ORDERED FROM COMP CAM which is a custom grind !!
230 int @ .50"
236 exh @.50"
280 int advanced duration,
288 exh advanced duration
112 lobe sep,
577 " lift int
572" lift exh
rev range 2,000- 6,200
or would this cam still be a good performer then please compared to the cam above mentioned in that golden engine package ??
thanks
shae
just wandering the cam mentioned in that build ABOVE which was a comp cam hydraulic roller cam with
236 int @ .50"
244 exh @.50"
112 lobe sep,
585 " int lift int
580 " lift exh
rev range 2,300-6,300,
well would there be much difference in all round performance between that and this cam i have just order now which is also a comp cam hydraulic roller with ??
HERE IS THE CAM I JUST ORDERED FROM COMP CAM which is a custom grind !!
230 int @ .50"
236 exh @.50"
280 int advanced duration,
288 exh advanced duration
112 lobe sep,
577 " lift int
572" lift exh
rev range 2,000- 6,200
or would this cam still be a good performer then please compared to the cam above mentioned in that golden engine package ??
thanks
shae
Last edited by emo-vet; 10-20-2007 at 06:25 PM.
10-20-2007, 07:28 PM
#35
Le Mans Master
Member Since: Feb 1999
Location: Hawaii
Posts: 8,522
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St. Jude Donor '03 & '05
hi guys,
just wandering the cam mentioned in that build ABOVE which was a comp cam hydraulic roller cam with
236 int @ .50"
244 exh @.50"
112 lobe sep,
585 " int lift int
580 " lift exh
rev range 2,300-6,300,
well would there be much difference in all round performance between that and this cam i have just order now which is also a comp cam hydraulic roller with ??
HERE IS THE CAM I JUST ORDERED FROM COMP CAM which is a custom grind !!
230 int @ .50"
236 exh @.50"
280 int advanced duration,
288 exh advanced duration
112 lobe sep,
577 " lift int
572" lift exh
rev range 2,000- 6,200
or would this cam still be a good performer then please compared to the cam above mentioned in that golden engine package ??
thanks
shae
just wandering the cam mentioned in that build ABOVE which was a comp cam hydraulic roller cam with
236 int @ .50"
244 exh @.50"
112 lobe sep,
585 " int lift int
580 " lift exh
rev range 2,300-6,300,
well would there be much difference in all round performance between that and this cam i have just order now which is also a comp cam hydraulic roller with ??
HERE IS THE CAM I JUST ORDERED FROM COMP CAM which is a custom grind !!
230 int @ .50"
236 exh @.50"
280 int advanced duration,
288 exh advanced duration
112 lobe sep,
577 " lift int
572" lift exh
rev range 2,000- 6,200
or would this cam still be a good performer then please compared to the cam above mentioned in that golden engine package ??
thanks
shae
it would be close.I put 425 rwhp with an auto in my 396LT1.
10-20-2007, 08:15 PM
#38
Le Mans Master
Member Since: Feb 1999
Location: Hawaii
Posts: 8,522
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St. Jude Donor '03 & '05
My cam works well for me using a 396, behive springs ported and polished factory LT1 heads etc. It idles well and gets up and goes real good too. Runs 11.'s all day through an auto with 2800rpm stall.
I have a 93 with Long tubes so I did change over to heated O2 sensors as they ran a little to cool and I couldnt get to closed loop. Now all is well, cam runs good for a Daily Driver, IMHO.
10-21-2007, 12:48 AM
#40
396 Lt-1?
