AGP Twin Turbo question - Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums

TITANSFAN · 12-15-2019, 04:51 PM

Right now, I have a LSA short block with AFR heads and a bunch of other supporting modes. The car isn't finished yet, but I'm kicking around the idea of going with a re-sleeved 427 short block. Would the turbos be to small for this size engine? I forgot to add I have 62mm ball bearing turbos.

dreksnot · 12-15-2019, 05:22 PM

What turbos you got?

TITANSFAN · 12-15-2019, 06:04 PM

Quote:

Originally Posted by dreksnot

What turbos you got?

62mm ball bearing turbos.

dreksnot · 12-15-2019, 08:30 PM

Quote:

Originally Posted by TITANSFAN

62mm ball bearing turbos.

62's will be just fine with the new displacement.

TITANSFAN · 12-15-2019, 08:37 PM

Quote:

Originally Posted by dreksnot

62's will be just fine with the new displacement.

Thanks for the info.
I was reading on another site that said not to go bigger than the stock displacement.

dreksnot · 12-16-2019, 11:04 AM

If you are looking for big power (what is your power goal), then swapping out the cast collector plenum with the "new" AGP fabricated piping plenum will reduce some restriction.

AGP Turbo · 12-16-2019, 04:32 PM

The internet is full of bad advise that usually originated with guessing or greedy lairs. Then it propagates out of control and the genie can never be put back into the bottle.

Never re sleeve an aluminum block. Those 62mm turbos will make all the power that aluminum block can safely handle so no point in bigger turbos. If you have an A/T I would recommend you just keep the stock forged crank you have now and add forged pistons and rods. If you are M/T then I'd get a forged stroker crank too. That all had to do with usable power curve with different transmissions.

HOJO · 12-16-2019, 08:57 PM

I am curious as to why you never re-sleeve an aluminum block. Don’t some of the big named engine builders sell them using ductile sleeves and increasing bore size. Just curious as I know nothing about re-sleeving.

TITANSFAN · 12-16-2019, 11:29 PM

Quote:

Originally Posted by AGP Turbo

The internet is full of bad advise that usually originated with guessing or greedy lairs. Then it propagates out of control and the genie can never be put back into the bottle.

Never re sleeve an aluminum block. Those 62mm turbos will make all the power that aluminum block can safely handle so no point in bigger turbos. If you have an A/T I would recommend you just keep the stock forged crank you have now and add forged pistons and rods. If you are M/T then I'd get a forged stroker crank too. That all had to do with usable power curve with different transmissions.

My car is a M/T car. Why do you say to not use a re sleeved block? I could always go with a Dart or LSX block.

TITANSFAN · 12-17-2019, 09:27 AM

Quote:

Originally Posted by HOJO

I am curious as to why you never re-sleeve an aluminum block. Don’t some of the big named engine builders sell them using ductile sleeves and increasing bore size. Just curious as I know nothing about re-sleeving.

That's what I was wondering. I know TSP and Thompson Motorsports both sell them.

AGP Turbo · 12-17-2019, 03:57 PM

A chain is only as strong as it's weakest link, and you gain nothing by upgrading the stronger links if you can't replace the weaker ones also.

In an aluminum block the stock sleeves are not the weakest point, the lower skirt/ main bearing area is. They must flex and distort at high torque because main bearing problems over ~1050-1100wtq always seem to be the limit. But iron truck blocks do not have this issue.

AGP Turbo · 12-17-2019, 03:59 PM

Quote:

Originally Posted by TITANSFAN

My car is a M/T car. Why do you say to not use a re sleeved block? I could always go with a Dart or LSX block.

If you want to go big big power with total reliability on a M/T car, do a LSX427.

The question really is are you going to be happy with 1100whp and a lighter aluminum engine, or do you need to have much more power?

TITANSFAN · 12-18-2019, 07:57 AM

Quote:

Originally Posted by AGP Turbo

If you want to go big big power with total reliability on a M/T car, do a LSX427.

The question really is are you going to be happy with 1100whp and a lighter aluminum engine, or do you need to have much more power?

Do you recommend the LSX over the steel Dart block?

AGP Turbo · 12-18-2019, 05:38 PM

Since the LSX blocks were updated like 8 years ago, they have been pretty bulletproof. But so are the Dart. So let's just say you will go through a bunch of transmissions before you kill either short block.

12-15-2019, 04:51 PM	#1
TITANSFAN Drives: 1970 Pontiac Firebird L8T Join Date: Dec 2016 Location: MAYNARDVILLE, TN Posts: 75	AGP Twin Turbo question Right now, I have a LSA short block with AFR heads and a bunch of other supporting modes. The car isn't finished yet, but I'm kicking around the idea of going with a re-sleeved 427 short block. Would the turbos be to small for this size engine? I forgot to add I have 62mm ball bearing turbos. Last edited by TITANSFAN; 12-15-2019 at 06:03 PM. Reason: Missing info

12-15-2019, 05:22 PM	#2
dreksnot Served USN - Atomic Chimp Drives: 2021 Camaro ZL1 1LE A10 (stock) Join Date: Jul 2012 Location: Fort Collins, CO Posts: 1,714 View My Garage	What turbos you got? __________________ > > 2021 Camaro ZL1 1LE A10 > > Past Builds: 2013 Twin-Turbo LSX434 M6 - 1,359rwhp daily

12-16-2019, 11:04 AM	#6
dreksnot Served USN - Atomic Chimp Drives: 2021 Camaro ZL1 1LE A10 (stock) Join Date: Jul 2012 Location: Fort Collins, CO Posts: 1,714 View My Garage	If you are looking for big power (what is your power goal), then swapping out the cast collector plenum with the "new" AGP fabricated piping plenum will reduce some restriction. __________________ > > 2021 Camaro ZL1 1LE A10 > > Past Builds: 2013 Twin-Turbo LSX434 M6 - 1,359rwhp daily

12-16-2019, 04:32 PM	#7
AGP Turbo Drives: All things Turbocharged Join Date: Dec 2010 Location: AZ Posts: 1,199	The internet is full of bad advise that usually originated with guessing or greedy lairs. Then it propagates out of control and the genie can never be put back into the bottle. Never re sleeve an aluminum block. Those 62mm turbos will make all the power that aluminum block can safely handle so no point in bigger turbos. If you have an A/T I would recommend you just keep the stock forged crank you have now and add forged pistons and rods. If you are M/T then I'd get a forged stroker crank too. That all had to do with usable power curve with different transmissions.

12-16-2019, 08:57 PM	#8
HOJO Drives: 2014 Camaro SS/RS 1LE 1967 Camaro Join Date: Oct 2013 Location: Fort Wayne, IN Posts: 891	I am curious as to why you never re-sleeve an aluminum block. Don’t some of the big named engine builders sell them using ductile sleeves and increasing bore size. Just curious as I know nothing about re-sleeving.

12-17-2019, 03:57 PM	#11
AGP Turbo Drives: All things Turbocharged Join Date: Dec 2010 Location: AZ Posts: 1,199	A chain is only as strong as it's weakest link, and you gain nothing by upgrading the stronger links if you can't replace the weaker ones also. In an aluminum block the stock sleeves are not the weakest point, the lower skirt/ main bearing area is. They must flex and distort at high torque because main bearing problems over ~1050-1100wtq always seem to be the limit. But iron truck blocks do not have this issue.

12-18-2019, 05:38 PM	#14
AGP Turbo Drives: All things Turbocharged Join Date: Dec 2010 Location: AZ Posts: 1,199	Since the LSX blocks were updated like 8 years ago, they have been pretty bulletproof. But so are the Dart. So let's just say you will go through a bunch of transmissions before you kill either short block.