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Old 06-13-2013, 09:00 AM   #26
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I was breakin rods and blowing up ls1's when you were still driving rx7's and long before you had a shop so don't come at me like I don't know. Anyone that uses stock rod bolts on this motor with alot of power isn't very smart Anyone that recommends it is even worse. Dyno queens with low rpm's don't break parts properly built or not. Sure the motor will work with a Maggie but so would a motor with just pistons and rods and a stock crank and the stock ls3 heads. I still would want better rods on this motor and there is no way in hell I would test the rod bolts.
Lmao. Ill stick my money were my mouth is on this one....

http://www.camaro5.com/forums/showthread.php?t=283673

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Old 06-13-2013, 09:12 AM   #27
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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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Old 06-13-2013, 09:34 AM   #28
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That's all I ended up doing. I've pleased with the reliability, drive ability, and performance. I'm sure Ted will take care of you. I think your biggest problem will be the blower. The Maggie Max parts are no longer available which will cap the blowers performance.
Why did Ted stop offering the Maggie upgrade kits?

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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Old 06-13-2013, 09:45 AM   #29
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Why did Ted stop offering the Maggie upgrade kits?

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.
Ted didn't stop. The guy making the spacer just disappeared. I offered my spacer as a template but he didn't want to do it at that time.

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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Old 06-13-2013, 10:44 AM   #30
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Never seen or heard of anyone breaking a stock crank.
It was the LSX crank,i wasnt to happy since i bought the crate motor for peace of mind. On a side note a 9-1 motor is a 9-1 motor the block doesnt add any power Also the company that makes the crank and rods for the LSX motors rate them at 750 flywheel,another fact i wasnt to happy with
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Old 06-13-2013, 10:46 AM   #31
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Ted didn't stop. The guy making the spacer just disappeared. I offered my spacer as a template but he didn't want to do it at that time.

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!!
I have a few spacers if you know of anyone that needs one.
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Old 06-13-2013, 11:04 AM   #32
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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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Old 06-13-2013, 11:47 AM   #33
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Isn't there a guy on here with a Maggie blown low compression 416 that's stuck around the 600rwhp number? Isn't a forged crank a bit overkill at any hp number a Maggie is capable of? Not for a moment saying it's a bad choice. Just that I think there are better bang for the buck options out there.
The aftermarket cranks are a pretty good deal compared to what you pay for reusing a stock crank, especially for the blower cars.

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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Old 06-13-2013, 12:47 PM   #34
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It was the LSX crank,i wasnt to happy since i bought the crate motor for peace of mind. On a side note a 9-1 motor is a 9-1 motor the block doesnt add any power Also the company that makes the crank and rods for the LSX motors rate them at 750 flywheel,another fact i wasnt to happy with
Even the B15 version? At that rate your better of buying a built shortblock from Texas Speed.
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Old 06-13-2013, 01:28 PM   #35
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Isn't there a guy on here with a Maggie blown low compression 416 that's stuck around the 600rwhp number? Isn't a forged crank a bit overkill at any hp number a Maggie is capable of? Not for a moment saying it's a bad choice. Just that I think there are better bang for the buck options out there.
I'm that guy Forged cranks are cheap compared to the cost of everything else a big build needs, so why risk it?

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Even the B15 version? At that rate your better of buying a built shortblock from Texas Speed.
The B15 is a stout motor, much better than the old LSX376-B8. The B15 is made for 15 pounds of boost, so it can take a good deal of punishment. I was going to use one in my car, but I went for displacement instead.

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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Old 06-13-2013, 01:33 PM   #36
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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?
Just as GM Did on engine Dyno at 15 psi for 24 hrs.I spoke
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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Old 06-13-2013, 02:35 PM   #37
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The B15 is a stout motor, much better than the old LSX376-B8. The B15 is made for 15 pounds of boost, so it can take a good deal of punishment. I was going to use one in my car, but I went for displacement instead.

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.

Yeah that's what I remember reading and I was like that looks like a stout piece. I'm not chasing down any world records so adding another 100lbs to the nose doesn't concern me much. Looks like it would be perfect for me as 15lbs is about all my blower is gonna make + a bigger shot could be perfect. Can't beat the price either.

What I wonder is how much power I'm going to loose going to this motor with the compression ratio from a stock LS3
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Old 06-13-2013, 02:57 PM   #38
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Maybe 40hp tops is all you're gonna lose.
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Old 06-13-2013, 03:43 PM   #39
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Just as GM Did on engine Dyno at 15 psi for 24 hrs.I spoke
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!
I'm under the impression they were using the stock style rod bolts which would really make me nervous even more so if you plan on putting any good rpms to the engine but maybe I'm misinformed.

Last edited by JLE58; 06-13-2013 at 03:56 PM.
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Old 06-13-2013, 03:52 PM   #40
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I'm that guy Forged cranks are cheap compared to the cost of everything else a big build needs, so why risk it?



The B15 is a stout motor, much better than the old LSX376-B8. The B15 is made for 15 pounds of boost, so it can take a good deal of punishment. I was going to use one in my car, but I went for displacement instead.

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.
If your staying under a 1000 with a supercharger I wouldn't spend the money if I wanted to stay stock cubes. If I was going to buy a forged crank I would spend the money on a nice one. I've seen quite a few cheaper ones break but I've never seen a stock one break. A turbo unless you were shooting for crazy numbers or more cubes there really isn't any reason to change it out. Mighty Mouse ran mid and low 8's in his 3800 lb turbo car for years with a Erl block and a stock crank put 20k miles on it also in that time.
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Old 06-13-2013, 03:58 PM   #41
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If your staying under a 1000 with a supercharger I wouldn't spend the money if I wanted to stay stock cubes. If I was going to buy a forged crank I would spend the money on a nice one. I've seem quite a few cheaper ones break but I've never seen a stock one break. A turbo unless you were shooting for crazy numbers or more cubes there really isn't any reason to change it out. Mighty Mouse ran mid and low 8's in his 3800 lb turbo car for years with a Erl block and a stock crank out 20k miles on it also in that time.
I mean thats where about I'm thinking I will end. Probably dead on around about a 1000whp. I'm sure I can make it stock cubes and I like the 6 bolt heads that come with it but maybe its more cost effective to put the right components in the LS3.

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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Old 06-13-2013, 04:06 PM   #42
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I mean thats where about I'm thinking I will end. Probably dead on around about a 1000whp. I'm sure I can make it stock cubes and I like the 6 bolt heads that come with it but maybe its more cost effective to put the right components in the LS3.

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.
You will breaking that tr6060 alot with that much power and hooking. You shouldnt need 6 bolt heads for that power doesnt hurt though.
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Old 06-13-2013, 04:07 PM   #43
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Even the B15 version? At that rate your better of buying a built shortblock from Texas Speed.
Yes on the b15 version
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Old 06-13-2013, 04:10 PM   #44
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You will breaking that tr6060 alot with that more power and hooking.
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Old 06-13-2013, 04:10 PM   #45
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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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Old 06-13-2013, 04:11 PM   #46
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Yes on the b15 version
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Old 06-13-2013, 04:31 PM   #47
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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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Old 06-13-2013, 04:34 PM   #48
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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
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Old 06-13-2013, 04:54 PM   #49
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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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Old 06-13-2013, 05:08 PM   #50
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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.
Atababy You're on the right track. That 3.8" stroke LS3 based motor has caught my eye before. If not stock cube, that's the one I'd go with. Again, realize that cubes aren't the limiting factor with a TVS2300. At some point, cubic inch wise, you don't make any more power, you just make it at a lower rpm.
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