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http://www.camaro5.com/forums/showthread.php?t=283673 It will be at the Texas mile in October and anybody here can come visit the true potential of an LSXB-15 |
So your going to run 1000 Rwhp through a lsxb-15 and not do anything to it? Your going to do this with those rods/ rod bolts?
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So your just running forged rods and pistons, correct? What RWHP level are you running at. If I remember correctly, its not all that much considering the amazing 1/4 mile times your putting down. Your car has always been my blueprint for what I would like to do with my L99. |
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My engine has forged pistons and rods with ARP 2000 hardware. Stock heads with Teds cam and valvetrain. Races on 104. Currently it makes 732 rwhp but once I can get traction Ill start to up that a little. At one point Id like to have 800 rwhp. My set up is far from some of the things guys are doing but it has worked for me!! |
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Yeah I can also get someone a spacer, just PM me, Hendrix knows their stuff with the Maggie.
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The stock crank will be light on the counterweights for a forged rod and piston combo, so it would need heavy metal installed to balance out. Not to mention that they are not keyed for a supercharger, so you would have to pay to either key it in a mill at the machine shop (which is the best way) or have it "pinned", which has it's own problems for sure. The aftermarket cranks will have the heavy metal installed and are really close to what most forged piston and rod combos will weigh and won't even need any more heavy metal when you have it balanced. They are also already keyed all the way up the snout for the keyed balancers for supercharged cars. In the end, you have paid almost just as much for a stock crank, and you're still down 40 cubic inches. |
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For builders who want to stretch the performance of a turbocharged or supercharged combination, we’ve got just the foundation you need: Chevrolet Performance’s new LSX376-B15, featuring a durable, all forged rotating assembly to handle up to 15 pounds of boost. Chevrolet Performance’s engineers started with the tough LS steel Bowtie standard-deck block, added a forged steel crankshaft, forged rods and forged pistons, then topped off the short-block assembly with high-flow, rectangular-port LSX- LS3 6-bolt aluminum heads for supercharged and turbocharged combinations. That's from the GMPP catalog this year, the B15 is a completely different motor than what most people think. Most people are still thinking of the B8. |
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with them more than once at SEMA (nov 2012) about this engine and it's rod bolts,pistons,heads,camshaft profile....etc. They went through many different ring packs on this engine to ensure it would do as advertised.I have plenty of confidence. With a warranty! |
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What I wonder is how much power I'm going to loose going to this motor with the compression ratio from a stock LS3 |
Maybe 40hp tops is all you're gonna lose.
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I was looking at the B15 strongly or buying a shortblock from TSP. I'm up in the air but the stock stuff is taking a beating so far so I'll keep it moving. |
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Using a 9:1 compression ratio motor under a Maggie is just nuts. Throwing power and efficiency away. You don't have two turbos worth of boost to play with. You are limited by how much air it's capable of moving efficiently. You'll need an 8 or 10 rib pulley setup to make as much as the guy with 10.7 cr makes with a stock 6 rib. Those big rib set ups are expensive and can eat front end accessories too.
You'll pass a few more fuel stops with the higher cr too. An LS3 powered Camaro gets 5 more mpg than its ZL1 sibling. Almost the same 376 cubic inch engine. Before you mention that the supercharger is the reason for the lower mpg, know that the charger is just along for the ride during fuel eco tests. It consumes less power than your a/c compressor when not in boost. The reason for the lower mpg is the lower compression ratio plain and simple. |
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Fuel economy is for a prius, I didn't buy a 416 to worry about the price on the pump. As long as the octane is over 100 I could care less :D
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Started a PM conversation with Chris at Livernois about their short blocks. Looking at their web site, really like what they offer, mini 390 strokers, 404, 408, 416, 419, 429 combos.
His early recommendations (again, only off one PM I sent him so this may change) is that he recommends keeping the cubes in the 416 range but also to bump the compression up to match that of the LS3 or possibly slightly higher at around 11:1. That way, with the larger cubes, my street car with have great out of boost performance thanks to the larger displacement and also, the higher compression will help out the Maggie and not require I spin the thing to its max limits just to get 6 lbs of boost. Will be having many more conversations with Chris to figure out exactly what will be best for my application but so far, very impressed with his customer service as well as information. Not saying anything bad about the other shops like Mast or Texas speed but I have sent both of them e-mails about getting information on a custom short block and have never gotten a reply. |
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