Im very interested in this powerglide, not sure how they got fitting into the VLs though?
http://cgi.ebay.com.au/v8-powerglide...item27ae315546 (http://cgi.ebay.com.au/v8-powerglide-automatic-transmission-trans-brake_W0QQitemZ170426193222QQcmdZViewItemQQptZAU_Car_Parts_Accessories?hash=item27ae315546)
Quote:
Originally Posted by wilson33
Im very interested in this powerglide, not sure how they got fitting into the VLs though?
http://cgi.ebay.com.au/v8-powerglide...item27ae315546 (http://cgi.ebay.com.au/v8-powerglide-automatic-transmission-trans-brake_W0QQitemZ170426193222QQcmdZViewItemQQptZAU_Car_Parts_Accessories?hash=item27ae315546)
thats expensive for the rated HP, i can get a 850hp box complete with bell housing, convertor cross members ready to bolt up for $4600 ish
if your interested let me know i'll get some firmer pricing
PM sent mate.
Ive found a complete 9 inch diff for sale. Would this be better suited to what i want to do, or would a VLT diff be just as good?
ive heard the 9 inch is alot more power hungry though, any opinions?
Quote:
Originally Posted by wilson33
hahaha and IM the one being questioned about driving ability?!
oh i was also curious about my k frame, my VL currently has a VP 5L k frame fitted. Will this be the best one to use?
Vl to VS series 3 k-frames are all the same so don't stress-
Quote:
Originally Posted by wilson33
thats what i was staring to think. But i couldnt fins a single LS3 for sale, anywhere. Also 427ci is too big to legally swap. The LS3 is 383ci? standard i think and the biggest i can go is 411ci. I dont know if anyone even does a stroker for the LS3 to that particular size.
anyone know if something like an LS3 is still a relatively light engine compared to say the 5L stroked to 355?
LS3 is 374 cubes 4.060-.063 bore 3.622 stroke-
if i were you
ls2 block to keep it all alloy and still retain better weight transfer instead of adding 100-130 pounds of a iron block in the engine bay-
keep it a 4.00 bore-4 inch stroke and have 402/404 cubes
and don't go to big on the heads and on valves on the 4 inch bore-
i don't like the ls3 427 deal with a 4.1 stroke in it-the ring stack for the piston is tight and its a cheap way of getting cubes and if built wrong you may have have some ring/oil issues-
and since the ring stack is not the best force induction later on for more power is out of the question-
Thanks
Nick--
Some original photos have not been recovered yet.
So does the LS3 not offer any real advantages over the LS2? Other than being 0.2L bigger? I read that the LS3 is only 15kg heavier than the LS2, but they were american stats so could be wrong. Would it be possible to reach 500rwhp+ using the standard stroke LS3 and building up that?
Quote:
Originally Posted by wilson33
So does the LS3 not offer any real advantages over the LS2? Other than being 0.2L bigger? I read that the LS3 is only 15kg heavier than the LS2, but they were american stats so could be wrong. Would it be possible to reach 500rwhp+ using the standard stroke LS3 and building up that?
[I]
I would not worry about 15kg-
the bigger the bore the better the heads will flow when it comes to lsx stuff to a certain extent--
specially with the big valve stuff 2.100+++ stuff
500rwhp out a ls3 n/a on kill? 80% possible but looking for every bit of hp out of it will cost a fortune-intake,lifters,aggressive ramp rate cam-compression etc etc
besides the new debate is 500 rwhp on who's dyno-
i have sold a few cams and ls3 engines and with not a bad cam that idles in a good manner the most i have witnessed and seen is 320-325 rwkw- pretty easy-
trying to get 500 rwhp out a ls3 will cost a pretty penny when you want to get every single bit of hp out of it-
the engine then becomes highly strung as the rpm needs to rise to feed a big head that the ls3 has from factory and the dynamics of the cam needs to go up with it-
i would rather spend money on a stroker that can make plenty of torque down low without using big rpms-
it also helps with the lifespan of the motor-
don't make the same mistakes as others and invest a ton of money on a standard short block with big power goals-
lets say you have a 15% drive loss for example-(does not take in the amount of slip the converter and gear box ratio has)
15%+500 rwhp gives you 575 engine hp=1.54 hp per cube-
its starting to get their in my eyes on factory stuff etc etc
the other issue is that we all know the ls engines are intake sensitive in n/a form
unless you want one of these coming threw the hood-
Some original photos have not been recovered yet.
Quote:
Originally Posted by MICKYYYY
Now thats a sexy intake manifold!!!!
How good are the F.A.S.T manifolds on a LS N/A engine???
To be honest with you on the small engines like the ls1's you need to be in a zone of 6200-6600 rpm
to really get the gains- and have a decent 224+ duration cam to really get your money's worth-
theirs some people out their that claim they got 15-25 rwhp out of the intake- (maybe)
Can't say i have seen that myself-
My old fast 90 and 90 ml tb picked up 11 rwhp at peak-
But if you are trying to chase every single bit of hp i suppose every bit helps-
Quote:
Originally Posted by wilson33
hahaha and IM the one being questioned about driving ability?!
oh i was also curious about my k frame, my VL currently has a VP 5L k frame fitted. Will this be the best one to use?
Haha, that wa sa 500hp engine with some worn 16" street tyres.
Mind you, still ran 96mph which isnt hanging around over just 200 meters - zero boost off the line coz it'd just hose the tyres completely.
Some original photos have not been recovered yet.
You seem hell bent on keeping it legal. Are you aware a 9 sec car requires a 6 point cage to run at any andra track? and that 6 point cages are illigal and unengineerable now? You are going to have to bend the rules at some point.
Also you're gonna need well (WELL) over 600hp if you're going to race it in street trim, aint no 2800lb vl's getting around with a full interior, cage and stereo etc. That torana on the T&M website is a finely tunned race car, not a streeter with a heap of power.
Go the LSx over the holden if you're going to keep in NA. Go a turbocharged anything over NA if you want to keep it genuinely streetable.
ideally i would love it to be 100% legal yes. But in saying that, some things can be done that would be less obvious then others. Like i would consider having say an LS2/3 and stroking it to 427ci. It would be illegal but not as easy to get done for, compared to a TT LS1 with tubbed read end and stripped interior.
Is the cut off for needing a welded in cage and 4 point harness 10.99? There would be countless street rego'd cars out there capable of doing this time or better and most/all wouldnt have cages and harness ect for the legal reasons you mentioned. A 9 second car would still be a 9 second car without those things in my eyes.
What are the main things that can be removed to keep weight down? It wont have any stereo at all i dare say, but will need to keep all seats to remain legal. Could register it as a two seater and take the backs out, but ive been told it would come under a different class for registration making it harder and more expensive. Hardly justifying the tiny weight loss in the rear seats.(20kg max id say).
Is removing things like carpet and door cards a defect?
Not sure on your weight loss stuff, but the times for the cages are 10.00 - 10.99 requires a 4 point cage (main hoop roll bar and 2 rear legs) 9.99 and under requires a 6 point cage, same as above but with front legs and side intrusion bars, intrusion bars may be bolt in at this stage but this is not what makes them illigal.
My car doesn't have a cage at all But no vic 1/4 mile tracks are andra sanctioned.
I agree an lsx stroker would be harder to prove illigal, in fact near on impossible.
Some original photos have not been recovered yet.
