Looking For Stroker Motor Owners
Thread Starter
Instructor
Joined: Jul 2019
Posts: 137
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From: Bluegrass State
Looking For Stroker Motor Owners
I'm considering doing a stroker motor. Just curious who here is currently running one and what size? Would you do it over if you had to? Has it affected the streetability of your Vette?
Thanks for your input!
Thanks for your input!
Drifting
Joined: Jul 2004
Posts: 1,679
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From: Pingree Grove IL
Let’s just say you pull your LS1 block, forge it to a 383, how about a nice .550 lift supercharger cam, keep the valve lift low for reliability and throw a supercharger on it, magnuson for the torque down low. How’s the reliability, all things being equal, built trans, diff, and TT, would you drive a 650 wheel horse C5 across country and not be worried? And yes I know, anything can happen, anything can happen on a stock car too.
Race Director
Joined: Jun 2013
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From: DFW TX
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Thread Starter
Instructor
Joined: Jul 2019
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From: Bluegrass State
Burning Brakes
Joined: Nov 2013
Posts: 1,170
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I am on my second 408. First one was 10.2:1 with a 230s cam, will need to look at the specs. .600 lift both sides, stock LS3 top end with oversize intake valve, 1 7/8 header, 3" off-road X-pipe, 90mm tb, airaid intake, blah blah
Made 453whp and 451tq. The torque was intoxicating. It didn't matter the gear or RPM, throttle application lead to an instant torque hit that just pulled like a tuned diesel. It was... great. That motor lost oil pressure
So I am on my second 408 (planning to start it this Sunday)
11:1 comp, Summit 8721R1 cam 8721R1, Texas Speed Brawler CNC LS3 heads, same bolt-ons and intake as before. Really hoping to crack 500whp with 450+ tq
Made 453whp and 451tq. The torque was intoxicating. It didn't matter the gear or RPM, throttle application lead to an instant torque hit that just pulled like a tuned diesel. It was... great. That motor lost oil pressure
So I am on my second 408 (planning to start it this Sunday)
11:1 comp, Summit 8721R1 cam 8721R1, Texas Speed Brawler CNC LS3 heads, same bolt-ons and intake as before. Really hoping to crack 500whp with 450+ tq
No Hostility Be Happy
Joined: Aug 2018
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From: South Hill Wa
2022 C5 of the Year Finalist - Modified
2021 C5 of the Year Finalist - Modified
Moderator
Joined: Jun 2004
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HPR 450ci
IDK the power of this engine but the previous combo made 594 whp/525 rwtq on 93. The 450 is 15" bigger, a few degrees difference in the cam and some throat work in the heads so it should make a little more power; not done tuning as I've only put 200 miles on it.
I am maxed out as far as I can go without an intake which isn't happening. Big power N/A is very expensive and I probably wouldn't do it again, if you can be satisfied with 550ish rwhp then you'll be ok.
If I were to do it all over again, I'd go boost and TT at that, likely 370-380 ish ci. Initially TT is more expensive but in the long run, it will be cheaper and the better route as you can use a lot less cam and have the valvetrain live without high dollar parts. It really depends on what power level you're looking for and what your dollar tolerance is. Big power N/A's rent is too damn high and starts to become racecar.
I wouldn't go SC boost due to the fact that you need to make about 100-150 more whp than a N/A car just to keep up with the NA car. In other words, a 700-750 whp SC car = a 600 whp N/A car (raced plenty of Sc ~700whp cars validating this). If you're doing it just to have fun, SC are the cheapest way to big power.
IDK the power of this engine but the previous combo made 594 whp/525 rwtq on 93. The 450 is 15" bigger, a few degrees difference in the cam and some throat work in the heads so it should make a little more power; not done tuning as I've only put 200 miles on it.
I am maxed out as far as I can go without an intake which isn't happening. Big power N/A is very expensive and I probably wouldn't do it again, if you can be satisfied with 550ish rwhp then you'll be ok.
If I were to do it all over again, I'd go boost and TT at that, likely 370-380 ish ci. Initially TT is more expensive but in the long run, it will be cheaper and the better route as you can use a lot less cam and have the valvetrain live without high dollar parts. It really depends on what power level you're looking for and what your dollar tolerance is. Big power N/A's rent is too damn high and starts to become racecar.
I wouldn't go SC boost due to the fact that you need to make about 100-150 more whp than a N/A car just to keep up with the NA car. In other words, a 700-750 whp SC car = a 600 whp N/A car (raced plenty of Sc ~700whp cars validating this). If you're doing it just to have fun, SC are the cheapest way to big power.
Drifting
Joined: Sep 2022
Posts: 1,791
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From: In the woods
2024 C5of the Year Finalist - Unmodified
This is a great thread. I too am looking for power. I have a 2k with 124,000 on it and an auto. Looked at A&A as Andy's brother tiled my house in Florida, we talked quite a bit about it when he saw I had a C5. I know it is quick and easy however I hesitate putting that much more power into a higher mileage short block, and like mentioned I am a big fan of big torque. Grew up in the 70's when the 7+ liter giants ruled, one ride in a well tuned Buick GS when I was 14 scarred me for life in a good way. I would love to TT something but packaging looks like a nightmare, I am thinking NA big cube with what some would call a mild build. My first time dealing with an LS based engine, not caring about horsepower output what would it take to achieve 500 rwtq with a 6K redline.
Pro
Joined: Sep 2018
Posts: 670
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From: Nova Scotia Canada
That said aside from dealing with belt slip the A&A system is phenomenal and might be for sale in the coming months as I'm looking at a different set up... If I don't sell the car and start all over again
Race Director
Joined: Jun 2013
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From: DFW TX
Burning Brakes
Joined: Nov 2013
Posts: 1,170
Likes: 526
This is a great thread. I too am looking for power. I have a 2k with 124,000 on it and an auto. Looked at A&A as Andy's brother tiled my house in Florida, we talked quite a bit about it when he saw I had a C5. I know it is quick and easy however I hesitate putting that much more power into a higher mileage short block, and like mentioned I am a big fan of big torque. Grew up in the 70's when the 7+ liter giants ruled, one ride in a well tuned Buick GS when I was 14 scarred me for life in a good way. I would love to TT something but packaging looks like a nightmare, I am thinking NA big cube with what some would call a mild build. My first time dealing with an LS based engine, not caring about horsepower output what would it take to achieve 500 rwtq with a 6K redline.
Moderator
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MSD atomic. I consider an intake a Holley HighRam or a BTR, Performance Design etc. Anything thats not a restriction on a C5/6, MSD is still a restriction and maxes out around 630-650 whp on E85 NA.
HPR spec'd my cam based upon the intake/ intake restriction.
HPR's response to RPM range/cam
MSD is better than stock but its not as good as people think, it was worth about 20rwhp for me. High Ram and Performance Design arre significantly better. Any NA car making power in the 7xx rw is using something other than what fits under the hood of a C5/6. I really question the claimed 640+ rwhp cars using an intake that fits under the hood. It simply cant flow enough air; ive seen people here use a NW102 infront of an MSD and still not pickup power which indicates that the intake is the restriction.
OP, all this minutia is what makes NA expensive and why I suggested boost rather than N/A . oure also going to need to do something with the drivetrain as well, its not going to be happy with that much TQ, esp the diff
HPR spec'd my cam based upon the intake/ intake restriction.
HPR's response to RPM range/cam
Intake, intake, intake. I know we have talked about it a bit before in the past but that MSD is going to set the limit of where that engine is going to make power. Now of course you want to keep it as happy as you can throughout the range but the intake (or total induction system) is going to be at some point your restrictor plate. That said, those intakes like to peak 6500-6800 or so. Never seen one peak higher than that.
OP, all this minutia is what makes NA expensive and why I suggested boost rather than N/A . oure also going to need to do something with the drivetrain as well, its not going to be happy with that much TQ, esp the diff
Last edited by Millenium Z06; Aug 8, 2024 at 11:08 AM.
Thread Starter
Instructor
Joined: Jul 2019
Posts: 137
Likes: 32
From: Bluegrass State
MSD is better than stock but its not as good as people think, it was worth about 20rwhp for me. High Ram and Performance Design arre significantly better. Any NA car making power in the 7xx rw is using something other than what fits under the hood of a C5/6. I really question the claimed 640+ rwhp cars using an intake that fits under the hood. It simply cant flow enough air; ive seen people here use a NW102 infront of an MSD and still not pickup power which indicates that the intake is the restriction.
OP, all this minutia is what makes NA expensive and why I suggested boost rather than N/A . oure also going to need to do something with the drivetrain as well, its not going to be happy with that much TQ, esp the diff
OP, all this minutia is what makes NA expensive and why I suggested boost rather than N/A . oure also going to need to do something with the drivetrain as well, its not going to be happy with that much TQ, esp the diff
Moderator
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My point with regards to the intake was that big cube strokers need air and the under the hood intake is a restriction. Boost would be easier.
If I did this again, I'd go TT with a small 377-388 inch engine. NA is too much work/expense
Last edited by Millenium Z06; Aug 8, 2024 at 06:02 PM.