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Old 08-07-2013, 10:24 AM   #18
BullF-16
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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, 10:35 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, 10:41 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, 12:09 PM   #21
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Quote:
Originally Posted by VanquisherSS View Post
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, 12:32 PM   #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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Old 08-07-2013, 01:19 PM   #23
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Quote:
Originally Posted by TinyToasta View Post
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, 02:07 PM   #24
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Quote:
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, 02:15 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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Old 08-07-2013, 02:28 PM   #26
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Originally Posted by 2SS45th View Post
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:
Yeah I wouldn't mind it either, I'm not trying to set any records here just want it to live long and happy. I guess honestly what blows my mind when looking at engines are all the options. For instance on TSPs site:

http://texas-speed.com/p-588-tsp-408...ort-block.aspx

It starts talking about pistons with -15cc dish and I'm just like . Like what the hell is a reluctor wheel lol.
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Old 08-07-2013, 02:36 PM   #27
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You need a 58x reluctor wheel for our cars, and the -15cc dish is the piston head volume, dished (-) means that it is designed for lower compression, which is good for boosted motors. I have -32cc dished pistons in my motor for example.
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Old 08-07-2013, 02:43 PM   #28
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1026rwhp/861rwtq at 22#

Engine
Block: Stock LS3 Block 377 (stock stroke, 0.005 overbore)
Crank:
Rods: Callies Compstar 6.125
Pistons: Wiseco -11cc dish
Heads: PRC LS3 260 heads (2.185 hollow intake, 1.6 stainless exhaust, 65cc chambers) 10:1CR with LS9 Gaskets and ARP studs
Cam: 610/575 235/260 @050, 115+6 LSA speced by Martin at Tick Performance
Timing Chain: C5R
LS2 dampener
Melling 10296 with blue spring

Power adder
Vortech Ysi cog driven (77T Procharger crank pulley I adapted and 27T blower pulley)
BV57 Blowoff valve (LOUD)
Ported LS3 Intake
Ported LS2 TB

Fuel sytem
ID1000s
Squash Fuel pumps 400LPH (stock feed line to -8 then split to -6 just before rails. -6 return line)
Holley EFI rails

Exhaust
XSPower 2" headers, no cats, with 3" exhaust

Other
Tuned by Dave Steck (DSX Tuning) MAF, not speed density.
Alky control trunk mount kit with dual M10 nozzles. MAF referenced.
Engine and rear built by a guy no one on here has ever heard of and installed by me in my garage.

The ironic part of this was I wanted to make 1000rwhp. I sent the car off for the AGP twin turbo kit and I didn't know what it made power wise. Joe@CPR and I had spoken, emailed, and messaged and he knew what I wanted. Joe@CPR is doing the install and it made the listed numbers during their baseline pulls. He called me to tell me how shocked everyone was and how the car won him a beer. The dyno place just pulled a turbo supra off that made 1002rwhp and the guy told Joe if the camaro outdid it, he would buy Joe a beer.

Last edited by blake-b; 08-08-2013 at 05:19 PM.
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Old 08-08-2013, 03:57 PM   #29
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Drives: 2011 2SS RS 6M Inferno Orange
Join Date: Nov 2010
Location: San Clemente CA
Posts: 309
Engine:
Block: LS3
CI: 376
Crankshaft: Factory
Rods: Manley H-Beam
Pistons: Mahle 10.1:1
Rings: Mahle
Heads: LS3 with PFAFF Competition grind
Springs: Comp Cams
Cam: Comp Cams Custom CMS Grind
Timing Chain: GM Performance
Oil pump: Melling High Volume
Aftermarket Dampner: Innovators West
Studs/Bolts: ARP
Intake: CAI with larger custom K&N Filter
Catch Can: RX Monster
Clutch: Mantic 9000 Series Twin Plate + Tick Performance Braided Line & Bleeder & Separate GTO Reservoir
Shifter: Hurst
Built by: PFAFF Engines Huntington Beach CA
Fitted & Tuned by: Ryne Cunningham, Cunningham Motorsports Murietta CA

Blower/Turbo:
Blower: Whipple 2.9
Modifications: 8 Rib Pulley Kit, 3.5" Pulley

Fuel:
Pump: ADM Performance Twin Pump
Injectors: FIC Billet Tip 80lb

Exhaust:
Headers 1"7/8 Stainless XS Power
No Cats
Cat back: Stainless XS Power + Vibrant Resonators

Target: 700rwhp

Result: 732rwhp / 644rwtq on 91 Octane
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Old 08-09-2013, 12:48 AM   #30
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Engine:
Block-LS3
CI-417 - CR-10.7:1
Crankshaft-Compstar
Rods- Callies
Pistons- Wiseco -8cc relief
Rings-Not sure
Heads- PRC 260cc
Valves/Springs- LS3 hollow stems, Pac 1208
Cam-FSP custom grind, 239/251; .623/.623; 115lsa
Timing Chain-C5R
Oil pump-Melling
Aftermarket Dampner-LS2
Anything else-Fast 102, Vmax TB

Blower/Turbo:
Type- ECS Novi 2200
Modifications- 2.75 pulley, alky meth

Fuel:
Pump-Squash E85 dual 450LPH
Injectors-ID2000
Meth-yes
aeromotive regulator, Nasty rails

Exhaust:
Headers-TSP 1-7/8
Cats or No Cats- None
Cat back- stainless works turbo S tube
Cut outs?

1012whp/950wtq @ 16psi

Last edited by Camper; 11-04-2013 at 09:37 PM.
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Old 08-12-2013, 03:14 AM   #31
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Just an idea, people should include the fuel that they run (E85, 91, 93, race gas only), maybe?
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Old 08-24-2013, 04:14 PM   #32
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Engine
*6.2L LS3
*Magnuson TVS2300 Supercharger with OD Rear Cogs & 3.6 Pulley
*CAI, Inc Open Air Box
*Cunningham Motorsports (CMS) Mild Stage 2 CNC’s Heads
*CMS Stage 2 Spec Supercharger Grind Comp Cam with Retaining Plate
*Clevite Triarmor Bearings
*BTR Extreme Valve Spring Kit, Lifters, Seals
*ARP Head Bolts & Throughout
*HD Timing Chain Set
*CHE Rocker Upgrade
*GM High Volume Oil Pump Kit
*Hardened Rods & Pistons (Chromoly)
*Kooks 1 7/8” x 3” Matte Black Powder & Ceramic Coated Stainless Steel headers
*No Cats, SLP X-Pipe & SLP LoudMouth II Exhaust
*ID 850CC Injectors
*ZL1 Fuel Pump & ADM Fuel Pressure Control Module
*160* Thermostat
*ALKY Control Methanol Kit-Single Nozzle
*Mcloed RXT Twin Disc Clutch
*Innovators West 8 Rib Pulley Conversion with 10% Overdrive Crank Pulley with Crank Bolt
*JRE Super Tensioner
*1LE PCV Oil Separator & RevExtreme Monster Catch Can
*RevExtreme Ported, Polished & Painted 92mm Throttle Body
*Granatelli Racing Hi-Performance Coils & Wires
*ZR1 3 Bar MAP
*Tuned on 93 Octane & Runs 99 Octane (Torco Accelerator)
*Gold Plug Magnetic Oil Plug
*Hurst Short Throw Shifter
*DSS 3.5" Aluminum Driveshaft
*Amsoil Fluids

Suspension, Drivetrain, Braking & Wheels
*Full Pedders & Pfadt Suspension Conversion
*Pedders Xa Supercar 30 Degree Adjustable Coil Over System
*Pedders FE4 ZL1 Adjustable Sway Bar Conversion with Front & Rear Endlinks
*Pedders Bushings: Differential, Rear, Front & Rear Lower Arms, Front Radius Arm
*Pfadt Parts: Camber Plate, Front Trailing Arm Street Spherical Bearings, Rear Trailer Arms, Anodized Aluminum Sleeves, Rear Tie Rods & Trailer Arm Bearings
*BMR Sub Frame Mount Poly-Urethane Bushings
*Granatelli 1G Suspension Brace
*4 Wheel ABS: 2 Piece 14.6” Granatelli Front Extreme Performance Slotted/Dimpled Rotors & 14’4” Rear Slotted & Dimpled Rotors with Hawk HPS Pads
*Brembo Powder Coated Jetstream Blue 4 Piston Calipers
*Granatelli Blue Coated Stainless Steel Brake Lines
*Eaton TruTrac Rear Differential
*GForce 1000HP Axles
*Custom Strut Tower Brace
*TSW 9”x20” Front & 10”x20” Rear Matte Black Powder Coasted Nurburgring Wheels
*Nitto INVO Tires P275/40ZR20 Front & P315/35ZR20 Rear

709.3 RWHP/637.7 RWTQ @11 lbs of Boost, Mild Tune
Weight Distribution (Corner Balanced) 51.2/48.8
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Old 08-27-2013, 08:04 AM   #33
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Drives: 2010 IOM 2SS/RS Auto
Join Date: Apr 2011
Location: Indian Land, SC
Posts: 956
Engine:
L99 (Built by Gall Racing Engines)
376 CI – 10.4
Stock Crank
Callies Compstar
Wiseco Pistons
Advanced Induction Ported LS3 Heads
GM Hollow Stem Intake Valves
Patriot Gold Springs
LS7 Lifters
HR/AI Custom Comp Cam
C5R Timing Chain
Melling High Volume
ATI 10% Underdrive
ARP Mains, Rod Bolts, Head Studs
Comp Cam Rocker Trunion Upgrade
HR Hardened Pushrods
LS9 Head Gaskets
Mighty Mouse Catch Can

Blower/Turbo:
ECS Paxton Novi 1500 (Unrestricted)

Fuel:
Squash Performance Return Style
ID 850
ECS Alky Control Single Nozzle
Aeromotive Fuel Rails
93 Octane

Exhaust:
Kooks 1 7/8”
Kooks Cats
Custom X Pipe
2.5” Magnaflow Exhaust

Other:
Driveshaft Shop 9” with 3.70 Gear
Vigilante Custom 3600 Converter
Stock 6L80E (Not for long)
Tuned by Dr. Phil
Custom Painted by S.L. Customs

Goals:
800+ HP Lows 10s
Achieved: 812 RWHP and 664 RWTQ
Track Times: TBD
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Built and Tuned by Heintz Racing
Go: DSS 9", RPM Level X 4L65E, Carlyle Racing 15" Conversion, ECS Paxton Novi 1500, Meth, Squash Fuel, ID850, Gall Racing Forged LS3, A.I. Ported Heads, HR Custom Cam, BMR Susp

Show: Custom Painted Stripes/Badges (Orange Pearl over White), Z/TA Spoiler, Hex Vents, Emblem Pros, Weld Wheels
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Old 11-24-2013, 09:36 AM   #34
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Drives: Silver 2010 SS Camaro
Join Date: Jul 2009
Location: TN
Posts: 2,330
Engine:
Ls3 Block (Built by ADM Performance)
417CI 9.5:1
Callies crank
Callies rods
Mahle pistons
ADM stage2 LSA heads
ARP head studs for LS7 ARP Rod bolts
LSA head gaskets
Stage 3 cam
LS7 lifters
LS3 push rods
LS3 oil pump
LSA belt drive system
ATI dampner

Blower
2.9 Whipple with 3.2 pulley

Fuel
ADM dual fuel pumps
ID 850 injectors
93 octane

Exhaust
Stainless Works full length headers 2 inch primaries
full 3 inch exhaust with s-turbo mufflers

Drivetrain/Suspension
Gforce engineering 9 inch kit with 3.5 driveshaft
BMR subframe connectors
BMR trailing arms
BMR lower control arms
BMR adjustable toe rods
BMR front and rear sway bars
BMR end links
BMR rear cradle bushings
KWV1 coilovers
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ADM built 417, 2.9L Whipple with 3.250 pulley, ADM ported and polished LSA heads,ADM stage3 cam,ADM LSA belt drive system,ADM CAI race scoop, ADM dual fuel pumps, ID 850's, BMR full suspension, Gforce 9 inch kit with 3.5 inch driveshaft, Street Slayer twin carbon clutch, Lingenfelter oil seperator. Tuned by built by ADM Performance, 763rwhp,705rwtq
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