02-05-2011, 09:33 AM | #29 |
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02-05-2011, 09:44 AM | #30 |
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02-05-2011, 11:42 AM | #31 |
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The guys who are the real experts on LSX motors are too busy building motors to write books on the subject. I am no expert and I could have told you the 454 was a less than ideal starting point. That being said, I would be upset too, but the engine was designed for a particular purpose and was being used outside of those parameters.... even though the armchair experts said it would be fine.
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02-05-2011, 12:19 PM | #32 |
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The reason I reopened it, is because I realized all his other threads are closed.
Now, I don't agree with anything he is doing or is attempting to do. I believe he should've gone about this a different way. But I also beleive that he has the right to vent and give his opinions, (which he asked to do so respectfully) and I beleive he just wants this to be over with, like the rest of us. Obviously, we won't let him try to use this forum as leverage. (which he can't do now, due to legal action). But I think he deserves a place to vent, and we should all step back if we don't agree with it. I'll still keep a close eye on this thread, as will the other mods most likely. I think this is a good opportunity for us all to learn something. |
02-05-2011, 01:29 PM | #33 | |
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Quote:
What does the author say about the minimum cylinder wall thickness of the block? Is there anything about rod to stroke ratio? Seems like especially with FI that the two together are critical at some point since the thrust side of the cylinder will be taking more of a beating with the smaller ratios.
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02-05-2011, 03:57 PM | #34 |
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my block will be sonic tested soon.
although my race car shop took a measurement of the wall thickness of the piece that blew out and it varied from .250 to .185 in just 1 inch diameter of material! i can only imagine the results from a full sonic testing! |
02-05-2011, 04:49 PM | #35 | |
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Quote:
So what does the author say about the limitations of cyclinder wall thickness and r/s ratios? There must be something. The smaller the r/s ratio the more stress on the thrust side of the bore. This is due to the change in mechanical geometry.
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02-05-2011, 04:50 PM | #36 |
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are there any GM spec's available to the public, on what the minimum wall thickness should be at that location????
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02-05-2011, 05:21 PM | #37 | |
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02-05-2011, 05:47 PM | #38 |
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I was wondering why you would use C-16 since it has such a high lead content v VP109 unleaded? I always heard that leaded was not good to use in these.
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02-05-2011, 06:11 PM | #39 |
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The engine wasn't designed for boost. Anybody with any sense isn't going to build a boosted lsx with a 4.185 bore.
4.185 bore is wayyyyyyyyyyy to thin for boost. We make 44 to 50lbs boost evey pass but the bore is only 4.125. Some of the early blocks are known for core shift, combine that with a large bore, and well the pictures show it. Do you know if this was a early block or a later block? Also, I suggest you take your next build to a professional that has built LSX combinations before so they can spec you out a combination that best fits your needs/goals without having to worry about something breaking. This could have been easily avoided by talking to the right people.
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02-05-2011, 06:15 PM | #40 | |
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02-05-2011, 06:23 PM | #41 |
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02-05-2011, 07:13 PM | #42 | ||||
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Quote:
but seriously, Quote:
for instance... and this isnt with metal, but the same physical properties apply http://www.camaro5.com/forums/showth...ight=fireworks I had two 5" shells that did not "lift" properly and subsequently blew up in the tube. I can take a micrometer out to those tubes and guarantee you that the wall thicknesses will vary considerably starting at the edges of the breaks to the middle of the flayed sections. that being said, I await the results. hopefully they'll bring good news for you.
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