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Old 08-06-2013, 02:37 AM   #1
2012REDSS
 
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Various members built engine components

Edit by SSE 4 2SS: This thread is to list the components used in your build (rotating assembly) if you wish to share. It is to assist others planning builds in seeing the variety of components used in your build. If you have a built rotating assembly, feel free to add in other engine components...

Discussion is welcome, but will occasionally be cleaned up as the thread moves on.




I know there's a lot of you guys that have built your engines for boost. Maybe we could get a thread going for what components were used and what HP/TQ levels it was built to withstand etc. I know Ive been doing alot of research but it would be nice to see a thread where all the top guys listed what they have built. Good idea or a pipe dream?

Edit: I had a couple bite so here is the proposed format (thanks Tiny). Share what you'd like.


Engine:
Block?
CI? - CR?
Crankshaft?
Rods?
Pistons?
Rings?
Heads?
Valves/Springs?
Cam?
Timing Chain?
Oil pump?
Aftermarket Dampner?
Anything else

Blower/Turbo:
Type?
Modifications (pulleys, boost controller, etc)

Fuel:
Pump?
Injectors?
Meth?
etc

Exhaust:
Headers?
Cats or No Cats?
Cat back?
Cut outs?

What was the goals for the engine hp/tq wise? Current numbers is you have them and would like to share.

Last edited by 2012REDSS; 08-06-2013 at 01:50 PM.
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Old 08-06-2013, 01:03 PM   #2
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So let me be the clown that opens the stage for the rest...

Engine:
custom build LSA Block
376cui - 10.3 cr
Callies Billet Forged Crankshaft
Callies Compstar H-Beams w/ARP Bolts
Wiseco Super Duty Pistons (coated)
Total Seal Steel Piston Rings
Ported LS3 Heads
Ferrea Valves
JRE rough idle cam & valve train kit
Rollmaster Timing Chain
GMPP blueprinted HV oil pump
ATI Super Damper (6% overdrive)

Blower:
TVS2300
JRE Maggie Max Stg.1 (NW102mm TB, ported intake snout)
JRE ported lower intake manifold
OD Cog Drive
3.6 Pulley
JRE Super Tensioner
Water Meth Injection
Rotofab CAI with JRE race scoop / washer bottle reloc.
13psi

Fuel:
LPE Twin Pump w/ JRE wiring upgrade
ID-850 Injectors
MSD PFVB (not hooked up yet)

Exhaust:
Kooks 1 7/8'' LTs coated
noweeds
stock exhaust w/ SLP LMII axle-backs


675rwhp / 676ft-lbs @ 12.6psi
3.4 Pulley & IW 8-rib drive still to come


The bare engine was build by Henrik's Racing Houston, TX
The rest finished by a local shop in Germany.
Ted Jannetty does the tune and patiently provides "post build" advice - props to Ted, couldn't be in better hands!!!
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custom build forged LSA, 376ci, TVS2300@15psi, 675rwhp/676ft-lbs, built by Henrik Racing, Customkingz, tuned by Jannetty Racing
JRE rough idle cam, JRE ported lower intake manifold, OD cog drive, 6% OD crank pulley, ported ls3 heads, NW102mm TB, 1/2'' RDS spacer, IW 8-rib drive
Pfadt Cradle Bushings, Arms & Rods, Pedders Supercar w/FE4 conversion, ZL1 sways, HE Twin Carbon Street Slayer, DSS 1000hp Axles
CTS-V Brake upgrade, Street: 22'' Vossen CV1, Strip: 18'' Forgestar F14 on MT Street Radials

Last edited by TinyToasta; 11-18-2013 at 05:47 AM.
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Old 08-06-2013, 01:08 PM   #3
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Guess I'll start. I broke the ringlands on #5 in my OE motor at 11 psi and 715whp and i knew it was gonna happen so i had HKE start on this motor before it happened.

I built it for minimum of 20 psi and planned for about 1200 whp eventually and i believe it will take quite a bit more. Its just a fun street car that will probably never see the strip. Built it more for road course track day events about 4 times a year.

Just got the car back with the twin BB PTE6766 turbos at 25psi. Made 1281 rwhp and 1118 rwtq.

Motor: Built by Erik Koenig at HKE racing engines.

LSX block
4.125" Wiseco -23CC blower pistons coated by Polydyne, 9.4 to 9.5:1 CR
Dragon Slayer 4.00" crank
Callies Ultra billet I beam rods
Wiseco GFX rings and custom tool steel pins .200"
ARP hardware throughout
Morel linkbar lifters
PatG spec'd blower cam
Mast Blacklabel 305 6 bolt heads LS7
Melling HV oil pump
N-Motion LS7 double roller timing chain
GM LS7 intake and exhaust rockers
HKE springs and push rods
LS7 intake

Fueling:
Squash dual 400LPH return style _10an feed, -8 return
ID1000 74% IDC at 20 psi injectors
ALKY 4 gal methdual nozzle system
Tuned on 93 octane with 16oz Torco for about 96 octane. Tune by James Karger

Twin PTE6766 turbos, custom fabbed by SNLPerformance.

The rest of the cars details are in the sig line
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HKE LSX427(Mast blk lbl 305 6bolt LS7heads, PatG231/246 blower cam, RWHP/TQ: STUPID SNL Performance Custom Twin PT6766 BB turbos 4 to 25psi selectable on the Boost Leash controller, Squash dual 400LPH/ID2000s, ALKY 4 gal meth, Autometer AFR/Bst/oilpres/oiltemp/fuelpress gauges, Pedders Justice road crs pkg: All HD bushes, supercar 12kg coil overs, supercar ZL1 sways, camber plates setup by JusticePete! :Gforce 9" 35spline S-Trac, 300M axles, 3.5"alum DS, MCLeod RXT clutch, 4xForgeline 19x10.5 4xBridgestone 305/30R19 RE-11, CTS-v calipers/rotors/Cobalt friction XR1/3 pads

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Old 08-06-2013, 01:38 PM   #4
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Tiny and Bull that's exactly what I was looking for. It helps when you can see the component's of someone's build that's working well. As for keeping this organized I'm not sure how we can do that since Jamie seems to be taking a beating in every thread. If we get some more guys to chime in with their builds/component lists we can delete the other posts and only show the build lists. I know some people don't want to share all their secrets but its a start for a rookie to see what it takes to build a high performance and somewhat reliable (in Jamies case) machine.
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Old 08-06-2013, 01:53 PM   #5
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Just be careful - that's the internet...

It's all in the shop that specs out an engine, builds it and eventually tunes it! Just because it's been posted here doesn't guarantee its quality!

For collecting ideas this thread is a good idea though!
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custom build forged LSA, 376ci, TVS2300@15psi, 675rwhp/676ft-lbs, built by Henrik Racing, Customkingz, tuned by Jannetty Racing
JRE rough idle cam, JRE ported lower intake manifold, OD cog drive, 6% OD crank pulley, ported ls3 heads, NW102mm TB, 1/2'' RDS spacer, IW 8-rib drive
Pfadt Cradle Bushings, Arms & Rods, Pedders Supercar w/FE4 conversion, ZL1 sways, HE Twin Carbon Street Slayer, DSS 1000hp Axles
CTS-V Brake upgrade, Street: 22'' Vossen CV1, Strip: 18'' Forgestar F14 on MT Street Radials
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Old 08-06-2013, 02:47 PM   #6
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Engine:
Block – LS3
CI – 417 CR – 10.1:1
Crankshaft – Callies Dragonslayer
Rods – Oliver I beam
Pistons - JE
Rings – Total Seal file fit
Heads – LS3 – CNC port & polish
Valves/Springs – 2.165” hollow intake / 1.59” inconnel exhaust - Comp 921 springs, titanium retainers
Cam – GT-9
Timing Chain – C5R
Oil pump – GM high volume
Aftermarket Dampner - no
Anything else - ported TB

Blower/Turbo:
Type – None yet. AGP twin turbo hopefully.
Modifications (pulleys, boost controller, etc) - probably

Fuel:
Pump – Stock for now, thinking Squash when FI
Injectors – ID850s
Meth – Most likely in conjunction with FI
Pump 93

Exhaust:
Headers – ARH 1 7/8, Swaintech coated. Will be for sale if/when AGP twin turbo happens.
Cats or No Cats – ARH cats
Cat back – No
Cut outs – Not now, but maybe in the future

What was the goals for the engine hp/tq wise – No goals, just strength for now.
Current numbers is you have them and would like to share – 453/437

Last edited by Unavowed; 08-12-2013 at 07:48 AM. Reason: updated fuel
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Old 08-06-2013, 04:22 PM   #7
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Always willing to help people out, I frequently do. I also frequently poke fun and mess around in threads. If someone asked me for advice, I'd be happy to help.
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Old 08-06-2013, 09:03 PM   #8
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I could give you sbc info all day but my Camaro still has the stock L99, never even had the intake or rocker covers off. I can say if it blows, if the cylinder walls are still good, Ill just have it honed, put a good set of rods, pistons, rings, a good VVT cam, dod delete lifters, good arp hardware, and bolt it back together. Stock heads, intake, crank, etc.are plenty good IMO for a forced induction application.
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Old 08-06-2013, 09:16 PM   #9
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Depends on the desired hp levels. FI can be but as tame a NA, all depends on dynamic compression, not boost. Yes boost comes into play in that equation, but boost really means nothing to a motor. After 800 wheel I'm going for a new crankshaft, and after quadruple digits I've got a new block and heads headed my way, 6 bolt or bust. I'll go through my build sheets and give you guys a full rundown of my motor soon.
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Old 08-06-2013, 10:11 PM   #10
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Sorry blown motors cost a butt load of money when they're built for stupid high horsspower, but they do, and always will. Here you guys go anyways, a fully detailed build sheet. This motor is designed to hold 1500hp and not complain about it.

Engine:
Block: LSX Short deck
CI: 416
CR: 9.0:1
Crankshaft: Callies
Rods: Callies I Beams, ARP hardware
Pistons: Wiseco units, were gas ported to keep rings gapped.
Rings: Wiseco Rings
Heads: LSX-LS3 6 bolt heads, fully ported
Valves/Springs: PRC Dual springs
Cam: Custom TSP Blower cam, I don't give the specs on it though.
Timing Chain: Cloyes Hex-a-just
Oil pump: Melling High volume
Aftermarket Dampner: ATI 10 Rib
Anything else: Lunati Valvetrain

Blower: Maggie now, F1X with spray or Twins next.
Maggie has 10 rib drive, OD cogs and a 2.95 pulley making 16psi.
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Old 08-06-2013, 10:16 PM   #11
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Also to clarify, I meant to get across that this habit is expensive and shouldn't be taken lightly. That's my advice, make a budget and double it.
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Old 08-06-2013, 10:32 PM   #12
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Quote:
Originally Posted by 2SS45th View Post
Also to clarify, I meant to get across that this riced is expensive and shouldn't be taken lightly. That's my advice, make a budget and double it.

Its members with builds like yours I'm looking at, so I can build this winter.

Thanks for posting it up bud..
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Old 08-06-2013, 11:06 PM   #13
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No problem, feel free to PM me if you want some more info.
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Old 08-06-2013, 11:47 PM   #14
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No problem, feel free to PM me if you want some more info.
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Old 08-07-2013, 12:39 AM   #15
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Quote:
Originally Posted by 2012REDSS View Post


Engine:LS3
Block? ERL Modified SuperdeckI LS3
CI? - CR? 429 CI, 9.7/1 Compression ratio
Crankshaft? Callies Dragonslayer dowled main caps
Rods? Hybrid H/I beam, no longer made
Pistons? JE coated custom made
Rings? IDK
Heads? Ported LSA
Valves/Springs?
Cam? Comp cams Custom Grind
Timing Chain? C5R I think
Oil pump? Melling
Aftermarket Dampner? No
Anything else: All ARP fastners with over sized head studs....

Blower/Turbo:
Type? Precision Turbo's, PTE 76/75 .96 A/R CEA Billet wheels, ball bearing mid frame center section, "H" cover and T4 Hot side. 12 lb springs for when the controller is turned off... Tial blow off valve, and precision waste gates
Modifications (pulleys, boost controller, etc)AMS 1000 Boost controller

Fuel:
Pump? Dual Pump Lingenfelter in the bucket, running wide open all the time to fill a surge tank. The excess dumps back to tank. From there a Weldon External pump feeds the rails via a boost sense regulator so a 1/1 ratio is kept within the manifold air pressure to fuel pressure. At no boost, fuel pressure is 60 psi... at 25 lbs of boost, fuel pressure is at 85 psi. The Weldon runs at slow speed until 1 lb of boost is felt, then it ramps to high speed via a hob switch...
Injectors? 127 lb/hr
Meth? No Meth, Nitrous at 150 shot to spool the turbos faster....
etc


Exhaust:
Headers? Custom hand made stainless turbo manifolds, then exiting the turbos, we have a 3.5 inch downpipe either dumping to the ground for racing or out the back through a 3" stainless system from magnaflow... full mufflers...
Cats or No Cats? I'm allergic to them.. no cats...
Cat back? 3" magnaflow
Cut outs? Removable flange blocks for racing right off the down pipes...

What was the goals for the engine hp/tq wise? Current numbers is you have them and would like to share.
When we get it all back together, we will be well north of 1000 rwhp.... we were at roughly 1550 with spray in March at the mile when I blew up two turbos... hence going back in with the bigger turbos...

I also have a stand alone nitrous system with a 240 liter/hr walbro pump within the 1.5 gallon tank used to mix with the nitrous... I have dual 15 lb nitrous bottles in the trunk with heaters.

All this and the supporting mods allow me to cruise around with 900+rwhp on the streets.... add in C-16 racefuel and turn the boost controller on and htfo....

Supporting mods...

One off custom built TR6060 with billet gears 1st through 5th...
Nine Inch with Strange center section, and a wavetrack diff, 3.07 gears
Pedders XA supercar coilovers and all associated bushings and bars...


Someone mentioned the cost of these builds... build a budget and then at least double it and that's if nothing breaks... It was also mentioned that the cost is high... I said before I have more under the hood than most Camaro owners have on rubber... It's just the cost of running a super big build car.... I will say to be reasonable with the goals.... This is now my third motor, (factory, blown one and my new one) 6th trans before we could get one to shift... mine has an internal shift mech rather than the floating external mech that comes with the cars... 4th driveshaft, third clutch... factory, and then the first aftermarket clutch I bought sucked... turbos 7 and 8... first two lasted less than a week... mismatch on the oiling orifice fittings, the third and 4th lasted a year, and we upgraded them, then blew them up overspinning them, and my new turbos are just going in the car....

Let me finish by saying my car has been and remains a test bed.... My builder and I collaborate on every step... The recommendations are his and when it's dicey, the final decision is always mine....though occasionally he will refuse to do something... my goals exceed the build sometimes...he brings me back to earth... Every component that has failed other than the first two turbos was my call... At the Texas Mile, I made a pass, pushed some water through the head gasket, and I decided to go ahead and turn the bottle on for another pass... to set the record... We already had the new heads at the shop being ported... Well, that pass cost me a motor and heads... and still didn't set the record... again, my call...

As mentioned, if going all out, plan a budget and double or triple it... Power not on the ground is wasted... and broken cars that cant be fixed financially are tough to swallow....

My car is not built for drag racing though we do that occasionally for fun.. It's built for land speed runs.... well in excess of 200 mph....
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Old 08-07-2013, 12:54 AM   #16
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Ok, I've cleaned up this thread for its intended purpose...

Comments and conversation are invited, but try to keep it on track, and keep in mind, even the guys with big builds have a strong sense of humor and we pick on each other mercilessly most of the time... But I know any of the guys posting in this thread so far will go out of their way to help any other member with guidance... suggestions... etc...

All of the guys that have posted in here so far have built big power cars and have managed to break something, somethings multiple times... me for example

As was mentioned by one member, these builds are no guarantee of a successful build.... It boils down to quality of mechanical build, and tuning....

The best advice I can offer is to shop around for a builder you trust and can develop a relationship with.... unless you have the honest ability to do it yourself... My builder and I are best friends... I trust him implicitly with my car.... I also have a friend that has been to multiple shops and still has a garage queen.. Be careful.... ask lots of questions, and research....

I'll attempt to keep this thread on topic, but occasionally it will drift with a sense of humor... Again, everyone that has posted in here so far will help all they can with any questions you might have, or steer you in the right direction for proper answers...
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Old 08-07-2013, 01:11 AM   #17
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looks like we are off to a decent start 2ss45th FINALLY posted something useful. Keep the builds comming. I know this isnt a buy these parts and it will live forever but its nice to see what combos work together.
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Old 08-07-2013, 09:24 AM   #18
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Excellent thread now. I wish something like this was available a year ago.
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Old 08-07-2013, 09:35 AM   #19
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Here's another engine that I have sitting disassembled, built for 750 wheel. Kind of like a nice DD blown motor, nothing too serious, but it will hold a decent amount of power.

Engine:
Block: LS3/L99
CI: 376
CR: 10.0:1
Crankshaft: Stock Nodular Crank, needs main studs to reduce flex.
Rods: K1 lightweight H Beams, ARP hardware
Pistons: Wisecos, gas ports not needed.
Rings: Wiseco Rings
Heads: LS3 4 bolt heads, ARP studs, inconel exhaust valve recommended.
Valves/Springs: PRC Dual springs
Cam: Lingenfelter GT9 cam is a great driving cam, and doesn't bleed off boost.
Timing Chain: Cloyes Hex-a-just
Oil pump: Melling High volume
Aftermarket Dampner: ATI Rib count depends on blower used. Maggie I recommend 8.
Anything else: If using a turbo, a set of the ZR1 sodium filled exhaust valves would be great.

Keeping the stock stroke makes the crank and rods less susceptible to failure. The angles that the rods are exposed to are less aggressive. Pistons do better with the 3.622 stroke as well. I wouldn't go more than 5 thou over on the cylinder walls either.
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Old 08-07-2013, 09:41 AM   #20
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Good thread here, I'm gonna watch this closely as I ponder my engine setup. Until then we'll see how far the stock one takes me. What I wonder is I see a lot of people going 376, 408 LQ Blocks, 416, 427, etc. Would you just build a ci bigger engine for a power goal or is it optimized really for a particular setup.

For instance I'm probably sticking with my novi 1500 and I'm thinking staying stock cube with that blower is my best bet.
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Old 08-07-2013, 11:09 AM   #21
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Good thread here, I'm gonna watch this closely as I ponder my engine setup. Until then we'll see how far the stock one takes me. What I wonder is I see a lot of people going 376, 408 LQ Blocks, 416, 427, etc. Would you just build a ci bigger engine for a power goal or is it optimized really for a particular setup.

For instance I'm probably sticking with my novi 1500 and I'm thinking staying stock cube with that blower is my best bet.
Yep, my 416 for instance is way too much motor for the Maggie, 376 is the sweet spot for that blower. 408 is probably the biggest a 1500 could handle.
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Old 08-07-2013, 11:32 AM   #22
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We have had the same discussion with my build back and forth. My plan was as well to go down the stroker route. But even with my current compression (10.3) there would not have been enough blower (maggie) to run 418ci efficiently. It can be done, some are even running their 427s with a Maggie - but imho that should be whipple or centrifigual territory.

At the end of the day I'm happy with running stock cubes rather than taking the additonal stress that go along with a stroker. Driving on the German Autobahn at 150++mph for longer periods you do want to be sure, that the engine can take it!
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custom build forged LSA, 376ci, TVS2300@15psi, 675rwhp/676ft-lbs, built by Henrik Racing, Customkingz, tuned by Jannetty Racing
JRE rough idle cam, JRE ported lower intake manifold, OD cog drive, 6% OD crank pulley, ported ls3 heads, NW102mm TB, 1/2'' RDS spacer, IW 8-rib drive
Pfadt Cradle Bushings, Arms & Rods, Pedders Supercar w/FE4 conversion, ZL1 sways, HE Twin Carbon Street Slayer, DSS 1000hp Axles
CTS-V Brake upgrade, Street: 22'' Vossen CV1, Strip: 18'' Forgestar F14 on MT Street Radials
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Old 08-07-2013, 12:19 PM   #23
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We have had the same discussion with my build back and forth. My plan was as well to go down the stroker route. But even with my current compression (10.3) there would not have been enough blower (maggie) to run 418ci efficiently. It can be done, some are even running their 427s with a Maggie - but imho that should be whipple or centrifigual territory.
And here is an example, with some details on the build:
http://www.camaro5.com/forums/showthread.php?t=289999

My initial plan was to duplicate this build, but now I'm being inexplicably drawn to twin turbos...
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Old 08-07-2013, 01:07 PM   #24
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Originally Posted by 2SS45th View Post
Yep, my 416 for instance is way too much motor for the Maggie, 376 is the sweet spot for that blower. 408 is probably the biggest a 1500 could handle.
Gotcha. Also something I was considering is what are people doing to beef up their motor to take a shot of nitrous on top of the blower? I guess also at what point do you consider an iron block over an aluminum block. I mean for me and cost I was thinking of dropping the LSX 376 B15 as I don't think my novi can crank out anymore than the 15lbs of boost its rated for. It was making 15.3lbs maxed out on my LS3. But would it even make power with the compression vs my LS3 now.

I was leaning right now honestly to a 408 LQ9 Block. Something I can re-use my stock heads. I know your adding more weight over the nose to an already heavy car but I think its worth it for strength? I've also been contemplating selling the novi and buying the motor. Perhaps twin turbo.
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Old 08-07-2013, 01:15 PM   #25
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I didn't mind the extra weight, it ended up being like 80lbs heavier. The iron block has much thicker sleeves, so that's part of it. The main reason I have the LSX is the six bolt heads, they become necessary after that 1000 wheel mark. I'm either running a set of 63s or an F1X with a direct port shot, maybe in the 250 range. To run nitrous and a blower I would recommend that you have the pistons gas ported, it keeps the rings from collapsing and is usually only 15 to 20 bucks a piston. I can't find the picture of mine right now, but this is a great example of them:
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