After the shakedown, we detected a few things that we needed to improve to realize the full potential of the car. That includes a two step, boost controller, new stall, driver's side turbo, screws on the wheels for the slicks, and new front runners. We are hoping to get a GForce1320 modified cradle and solid bushings installed. Lot's of progress being made and hopefully we can get it together before the tracks shut down for the seasn.

New Stall
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Screws for the wheels
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Turbo Housing
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Passenger side turbo remounted
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Boost Controller
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Two Step
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Replaced the aftermarket radiator and changed the transmission cooler, added fan to the cooler
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This thing is insane...

I actually did **** in my pants the first time I hit it. :underchair:

Getting closer, Should have numbers this week.

New converter is in and feels tight
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Boost Control Display mounted
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Drivers Side Turbo in
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New wires better insulated
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Starting to look stock again! LOL

:) I love the hood

So we are having trouble on the dyno. The car seems to be pushing through the convertor. We realized the transmission was not set up for the heat of the turbo so we went to Sullivan Motorsports in Dallas for some help. Nate opened up the fluid path to the convertor, and smoothed out a few wear and tear areas. We tested the tranny and convertor on his tranny dyno and it stalled correctly. Got the tranny back in the car at the shop and start tuning tomorrow.

Tuner has a full plate, needs to set up the boost controller, fuel controller, add the bosst a pump, then adjust to the convertor. We are going to give the current convertor one more shot to see if the tweaks fixed the problem, then we have picked up some contact information from a sponsor on here that we will call

Hopefully all goes well. I can't wait to see what this thing does, this go around!
Keep us posted.

Well we took her out on the road today and got the same results we had on the dyno. top speed was 112. Hit that at 6300 and climbed to 6900 and that is all we could do.

Is this a tranny issue exclusively? If so, are you looking at going manual? I was thinking you ran a manual transmission on your previous set ups?

We tried the manual with an RPM built T56. They failed miserably which led me to the TH400 from a different vendor I have now. Nothing wrong with the transmission at all. It is a convertor issue. You can compute the slip at nearly 40% @ 6300. MPH doesn't rise between 6300 and 6900. I have a local guy who has been very successful and has agreed to help us get the stall right. Otherwise I am looking hard at Twist and a couple of others.

So we've concluded that the 245 mm Convertor just cannot pump enough fluid to work right with the weight and power we are running. We are building a 265 mm Convertor right now. The guy that is building the convertor is going to try a design he has developed himself that will involve a custom built steel stator with different angles than are normally found. I guess we will see soon.

Got a new converter in from a local shop, guy nailed it on the first try. Back to they dyno to dial in the toys and busted the FAST 102 at 27lbs boost. Sending it back for them to look at it.

This car is insane and you blew apart a FAST intake. Crazy!

Well we split three runners, didn't really blow it apart. FAST is a great organization to deal with. I would like to keep the FAST with a 102mm TB as opposed to a 78 mm with the LS1 TB.

very nice!!!!

So was this an isolated incident, or will this happen again with a new unit?
I've always wandered what kind of boost pressure the FAST intakes would handle. Do you anticipate having to go with an aluminum intake?
Is FAST going to replace this under warranty?

They advertise to 60 lbs I think. The guys at fast said that it should not have had a problem at 27 lbs. I am thinking I may end up with an aluminum intake just so I can maintain the 102mm TB. The LS6 we have on there is pretty robust but only has a 78 mm TB. On the warranty they are going to look at it and I have no reason to believe they won't replace the runners.

We are enroute to an LSX block. Going to up the Ci to 427, using same crankshaft and rods from the 408.

Fwiw I don't think it would be a problem for you to run that. I've ran a 408 with twin 66's to 1150rwhp with an LS6 intake and 78mm throttle body and that power was right in line with other combinations we did with larger throttle bodies and intake manifolds.

Not saying the fast intake and bigger throttle body wouldn't help at -all-, just that I don't think it would be a huge difference.

I agree, not a huge difference when boosted versus N/A.

Thanks guys. I am wondering the merit of selling the fast and 102mm TB and going to an aluminum intake.

LSx block gets in tomorrow. Going to use the Eagle Crank and Rods I have in the 408 and add 4.125 Pistons bringing her out to 427 Ci. More importantly, the LSx will have the 6 bolt heads vice the 4 bolt heads the current LQ9 has. This will allow us to boost in the 25-30 psi range more consistently without lifting the heads.

So say goodbye 408

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Go big Orange....

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Not as obvious here as when you look at it but the reluctor wheel (2 of them) have different gaps around the circumference. The wheel is loose in areas, you can tell the two pieces that had been fitted together have become unattached in areas making the assembly sort of wobbly. we'd sort of been all over the board on what the problem might be. Initially thought perhaps a burned piston. Leakdown was indecisive so we theorized that a head was lifting at higher boost. We knew we would not be sure until we had it down. Good news is that the crank, rods, pistons, and LQ9 block are in good shape. The walls are not scuffed or damaged, pistons look okay and the rods show no sign of contacting anything. Probably good thing we pulled it down when we did.

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So we got the motor back and the heads are done. Waiting on the Turbos to return from Reed. We are going to try a 66 mm Borg Warner unit with a true T4 flange that will give us a little more support for the larger cubic inch unit.

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Turbos should be in by Wednesday

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Everything is here, its all laying around the shop. Hope to have it together in the next few weeks. Got the turbos back from Work Turbochargers

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Sweet ride
 

Looking forward to the final product. Keep the pics coming.

Once again into the breach!!! LSx porn

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Nice! 2 questions for you. What size are you building this engine to? Does the LSX block require a special oil pan?

We started out intending to build it to 427 Ci. The machine shop bungled it and we wound up going to 434 Ci. Nope we are moving the LQ9 oil pan straight over..

We got the motor sitting in the car today and got the Vic jr back from Specialized Performance Coating. Was really pleased with the way that turned out. Specialized Performance Coating

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She's starting to come back together. Brian is making good progress.

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starting to look like a complete engine again :thumbsup:

LoL we spend more time looking for stuff than actually working on it

Closer and closer, guess the hot weather caught us.


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Did ja' drive it yet? It looked yesterday like it was ready to go...don't leave us hanging!!!!

Not yet, we have to do some tweaking on the hot and cold side since I changed the intakes. Also had to pick up a new hood and we are waiting for the Co2 component for the boost controller to get int, should be on the road in a couple of weeks.Here is a familiar face

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Here is some more cold side welding porn

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Cranked her up a couple of days ago. Here is a video of it running for those of you that wondered if it would ever run.

Wow boss, sounds aggressive. I know you love to drive this beast, so it's obvious that your shooting for mild street manors. Hope to see a street video and dyno numbers soon!