04-24-2012, 06:31 PM | #1 |
Drives: 2010 Camaro 2SSRS RJT L99 Join Date: Jun 2010
Location: Fort Shaw, Montana
Posts: 1,242
|
Why do we not see many large displacement FI engines?
I have always wondered on this. ITs pretty easy to make a +460 CI engine using the LXS blocks. They are certainly strong enough to open up this big and some even up to 500 CI with the tall deck version.
Why is it that we do not see any large displacement engines used with a blower setup up for even mild boost? I would think a 460-480 CI engine with 6-7 lbs of boost would be scary powerful. Do we not have any blowers that can keep up with the volumn needed for this size of displacement. Just curious why its not done. I was reading up about an LSX build that was 500 CI that produced 717 HP and around 650 Ft/LBs of torque and thought, wonder what 6 lbs of boost would do to those numbers. Certainly am not an expert, maybe there is a very important reason why we do not see this from a mechanical set up reasoning. Just curious and would like to be educated by those that know.
__________________
Fiftydriver
2010 SSRS, RJTC, L99, Maggie 2300 SC, 3.4" pulley, Roto-Fab CAI, Dynatech Supermaxx LT headers, Dynatech High Flow cats, Corsa Cat back exhaust, Dual Elite Engineering catch can, MSD wires and Jannetty custom tune, JRE custom diff w/ posi mod, 3.91 LPE gears, Pfaht trailing arms, Pfaht trailing arm and Diff bushings, drop springs and sport sway bars front and back, Fesler dual guage pillar pod w/ AM Cobalt Boost and A/F guages. More to come!! |
04-24-2012, 06:40 PM | #2 |
Drives: 2011 SS Join Date: Nov 2011
Location: new jersey
Posts: 379
|
I am no expert but bigger engines usually seem to rev less on the rpm band. I mean as in less total rpm capability in general. So it a trade off mostly. They give more torque but rev a lots less. Plus the long stroke put stress on the block and the sides of the pistons. again this is what I have seen written on some similar articles.
|
04-24-2012, 06:53 PM | #3 |
Only drives on Sundays
Drives: '16 2SS A8 NPP MRC NGray Join Date: Feb 2011
Location: Dalton, GA
Posts: 2,500
|
I'm guessing mainly longer stroke is unfriendly, especially because of the compromises you have to make with the pistons on such builds.
Also, as you say, the extra volume would require a bigger blower, which makes it difficult for the guys going the upgrade route. For me, going from a D1 to an F1(n) would require all new pipes (bigger diameter), etc. E.g. in my build, if I went forged but stock CID, I would be pushing close to 15lbs through my D1SC and making over 800rwhp - through stock heads, stock intake manifold, stock TB, and shorty headers! Why do I need to go bigger again? Now, if I started from scratch, 427 with an F1X and all supporting mods would be the way to go, but right now I don't need a freight train. Padre |
04-24-2012, 07:40 PM | #4 |
Drives: cars Join Date: May 2011
Location: Oversneeze
Posts: 4,545
|
It's a recession?
Easy enough to run out of traction on stock cubes so going huge is just added money. Only good if you want a dyno queen, bragging rights, or do lots of sheetmetal work to get huge tires. If I had the cash for 500 cubes I'd leave it all motor. |
04-24-2012, 08:20 PM | #5 |
Drives: 2005 STi corn fed Join Date: Jul 2008
Location: Colorado
Posts: 2,997
|
The longer the stroke and wider the bore, the less friendly to high cylinder pressures.
|
04-24-2012, 08:37 PM | #6 |
Ghostly Unknown
Drives: Silver Ice 2010 SS/RS A6 Join Date: Oct 2008
Location: Glen St Mary,Fla.
Posts: 483
|
All the above, plus a 500 inch motor would be a pig on fuel,I like the fact of making plenty of "USABLE" power,and getting 20+ mpg............
__________________
TS416,GMPPLSX-LS3 6 Bolt Heads,Custom 80mmComp Turbo,ID850 Injectors, Lonnies Twin Pump Setup,Level 3 4L80E,DSS,3in Magnaflow Exhaust,CoolingMist Meth,RX Dual Catch Can,InnovateWB,Aeroforce Interceptor,AEM Truboost Controller,matte black CF5 Forgestars.700rwhp/712rwtrq
|
04-24-2012, 08:48 PM | #7 |
Drives: Blown G8 GT Join Date: Apr 2010
Location: Orlando, FL
Posts: 782
|
|
04-24-2012, 09:06 PM | #8 |
SST...
Drives: SST Camaro 2010 Join Date: Oct 2008
Location: East Coast of Florida
Posts: 5,927
|
We actually started with a 454, then 440, 427, 416, 408 and settled on 388. With the large bore and short stroke it is very strong, loves pressure, gets really good mileage and has a boost range upwards of 40 psi. Drives like a little old lady car if you keep your foot out of it.
A while back it took a stout 540 with an F-2 to make similar power and it really chews through fuel. |
04-24-2012, 09:36 PM | #9 | |
Account Suspended
Drives: First 9 inch-12 bolt IRS Camaro Join Date: Jun 2009
Location: nc
Posts: 1,835
|
Quote:
|
|
04-24-2012, 10:22 PM | #10 | |
Drives: 2010 Camaro 2SSRS RJT L99 Join Date: Jun 2010
Location: Fort Shaw, Montana
Posts: 1,242
|
Quote:
I can see the added stress on the pistons but I thought the LSX and RHS blocks were designed specifically for long strokes and full piston support?
__________________
Fiftydriver
2010 SSRS, RJTC, L99, Maggie 2300 SC, 3.4" pulley, Roto-Fab CAI, Dynatech Supermaxx LT headers, Dynatech High Flow cats, Corsa Cat back exhaust, Dual Elite Engineering catch can, MSD wires and Jannetty custom tune, JRE custom diff w/ posi mod, 3.91 LPE gears, Pfaht trailing arms, Pfaht trailing arm and Diff bushings, drop springs and sport sway bars front and back, Fesler dual guage pillar pod w/ AM Cobalt Boost and A/F guages. More to come!! |
|
04-24-2012, 10:25 PM | #11 | |
Procharged
|
Here you go, 509 CI with Procharger.
__________________
2010 ABM RS/SS with a Procharged LS3, Flowmaster exhaust. |
|
04-24-2012, 10:26 PM | #12 | |
Drives: 2010 Camaro 2SSRS RJT L99 Join Date: Jun 2010
Location: Fort Shaw, Montana
Posts: 1,242
|
Quote:
With the cash some guys are putting into their cars today, I hardly think we do not see these set ups because of financial reasons but I can understand the mechanical stand point.
__________________
Fiftydriver
2010 SSRS, RJTC, L99, Maggie 2300 SC, 3.4" pulley, Roto-Fab CAI, Dynatech Supermaxx LT headers, Dynatech High Flow cats, Corsa Cat back exhaust, Dual Elite Engineering catch can, MSD wires and Jannetty custom tune, JRE custom diff w/ posi mod, 3.91 LPE gears, Pfaht trailing arms, Pfaht trailing arm and Diff bushings, drop springs and sport sway bars front and back, Fesler dual guage pillar pod w/ AM Cobalt Boost and A/F guages. More to come!! |
|
04-24-2012, 10:30 PM | #13 | |
Drives: 2010 Camaro 2SSRS RJT L99 Join Date: Jun 2010
Location: Fort Shaw, Montana
Posts: 1,242
|
Quote:
Again, I know we make smaller displacement engines make huge power, just surpised we do not see some of those extreme guys doing something with wild cubes. Just comes down to not being practical or reliable or it likely would be more common.
__________________
Fiftydriver
2010 SSRS, RJTC, L99, Maggie 2300 SC, 3.4" pulley, Roto-Fab CAI, Dynatech Supermaxx LT headers, Dynatech High Flow cats, Corsa Cat back exhaust, Dual Elite Engineering catch can, MSD wires and Jannetty custom tune, JRE custom diff w/ posi mod, 3.91 LPE gears, Pfaht trailing arms, Pfaht trailing arm and Diff bushings, drop springs and sport sway bars front and back, Fesler dual guage pillar pod w/ AM Cobalt Boost and A/F guages. More to come!! |
|
04-24-2012, 10:33 PM | #14 | |
Drives: 2010 Camaro 2SSRS RJT L99 Join Date: Jun 2010
Location: Fort Shaw, Montana
Posts: 1,242
|
Quote:
I would think your set up would rev like wild and be hell for stout!!!
__________________
Fiftydriver
2010 SSRS, RJTC, L99, Maggie 2300 SC, 3.4" pulley, Roto-Fab CAI, Dynatech Supermaxx LT headers, Dynatech High Flow cats, Corsa Cat back exhaust, Dual Elite Engineering catch can, MSD wires and Jannetty custom tune, JRE custom diff w/ posi mod, 3.91 LPE gears, Pfaht trailing arms, Pfaht trailing arm and Diff bushings, drop springs and sport sway bars front and back, Fesler dual guage pillar pod w/ AM Cobalt Boost and A/F guages. More to come!! |
|
|
|
Thread Tools | |
|
|