**LG LS3 Stroker Dyno Numbers 540/537 RWHP/RWTQ**

[Anthony @ LG Motorsports]

Originally Posted by Fast6.3

Would the g6x4 be a better cam for that setup

Depends on the customer and build. Going to the X4 would shift the power up in the RPM curve somewhat and you would give up a little low end. He wanted something almost 'square' with HP and TQ being about the same so we went with the X3 which made a very stout package.

[Anthony @ LG Motorsports]

Originally Posted by damian559

Just curious. What is the ballpark price for a 416 stroker like this, including all the parts and labor?

Depends....depends on what supporting mods you have (if any) that would transfer over. Depends on the parts going into it.

When you build an engine from the ground up you have a number of choices on everything. Crankshafts alone can range from $1000 to $4400 depending on what you want. Rods about the same.

It does give you a lot of choices and your pricing can vary and not many need top dollar parts on every single piece but if you are going to build something and want to have it support 1500rwhp later on there are some things it is wiser to spend that money on.

[xc_SS/RS]

What could be done to make the power curve not drop off so much in the upper RPM range? I know different cam options would change the curves but I'm curious as to what exactly causes the power to drop so much?

[Anthony @ LG Motorsports]

Originally Posted by xc_SS/RS

What could be done to make the power curve not drop off so much in the upper RPM range? I know different cam options would change the curves but I'm curious as to what exactly causes the power to drop so much?

You would need to change the intake manifold design to do that. It is a combo of the cam design along with intake runner length that does that, but mainly intake not being able to support the engine demands.

So you could rock a Holley high rise intake and spin it to 8600, or a Harrop intake and spin to mid 7500....but yes that fall off is the intake not being able to support the air flow demands of the engine that those points.

[xc_SS/RS]

Originally Posted by Anthony @ LG Motorsports

You would need to change the intake manifold design to do that. It is a combo of the cam design along with intake runner length that does that, but mainly intake not being able to support the engine demands.

So you could rock a Holley high rise intake and spin it to 8600, or a Harrop intake and spin to mid 7500....but yes that fall off is the intake not being able to support the air flow demands of the engine that those points.

Gotcha so this explains why intake manifolds on LS3 motors do not produce much gains as the stock manifold flows so well.

So even on a head and cam LS3 the stock manifold is still one of the best you can use correct? The aftermarket manifolds don't start to show gains until you up the cubes?

[Anthony @ LG Motorsports]

Originally Posted by xc_SS/RS

Gotcha so this explains why intake manifolds on LS3 motors do not produce much gains as the stock manifold flows so well.

So even on a head and cam LS3 the stock manifold is still one of the best you can use correct? The aftermarket manifolds don't start to show gains until you up the cubes?

We typically don't change the intake manifolds on them until you get into more radical combos with them (over 500rwhp at least). The FAST 102 combined with the 102 TB can show 12-18 more rwhp when we are hitting around 520+ rwhp but most of that is coming from the bigger TB and opening more than anything.

[xc_SS/RS]

Originally Posted by Anthony @ LG Motorsports

We typically don't change the intake manifolds on them until you get into more radical combos with them (over 500rwhp at least). The FAST 102 combined with the 102 TB can show 12-18 more rwhp when we are hitting around 520+ rwhp but most of that is coming from the bigger TB and opening more than anything.

Huh that's interesting. More things to consider now for plans when I eventually start doing internal work.