Build Pics of Nre's TT LSx's
 

Well better late than never I finally got around to uploading some pics of the builds on the Twin Turbo LSX motors we sold a while back here on the forums.I promised everyone i would walk you threw the build so here goes.Heres a shot of the LSX block being bored we register off the main saddles so the bores are 90 degrees to the mains.http://www.nelsonracingengines.com/l...2-ls-build.jpg

Decking it
 

Heres the block getting set up to deck we also register the block off the main saddles to cut the decks so they are also straight with the main saddle that way all the deck heights are the same side to side and front to back we also have come up with a special surface finish we like that works really well with the head gaskets we use. [IMG]http://www.nelsonracingengines.com/l...3-ls-build.jpg[/IMG]

i hope your uploading more pics right now:bow: If i ever win the lottery im going to buy a NRE turbo motor!

Setting the block up
 

Honing the Block
 

Here we are honing the block in this pic we like to use the exact head gasket,fasteners,and lube and torque specs that we will use in the Final assembly.The plate you see on the deck is to simulate the distortion the head bolts will put on the bore when its torqued.Over the years weve devolped and multi step finishing process that really gives great leak down numbers. http://www.nelsonracingengines.com/l...8-ls-build.jpg

O-ringing the block
 

Here we are oringing the deck surface of the block we set the depth at a specific height which gives the oring a positive out of the block but not to much that it won't set into the gasket correctly and end up leaking water.http://www.nelsonracingengines.com/l...4-ls-build.jpg

Rotating Parts
 

http://www.nelsonracingengines.com/l...7-ls-build.jpgHeres some shots of the Billet Oliver connecting rods we use.These things are beef we order them in the heavy weight version for this engine i prefer the strength over the weight.I've run this rod over 2500 hp with no problems in the ls's Notice the bearing shells we use a bearing that has a very thin overlay of material this provides more fatigue resistance and prevents the bearing from flaking under big power.It has less imbedabilty so it won't take alot of dirt in the oil but some one who owns one of these should no better anyways.

Pistons and rings
 

http://www.nelsonracingengines.com/l...8-ls-build.jpgHeres the piston we use on the build up notice the lower ring land for the top ring also we use a pressure relief groove in the piston to help excess pressure not unload the top ring.Notice the top ring its a special ring weve found the it is extremely flat 3 to 4 times flater than most this helps ring seal it also will hold up under boosted heat normal plasma moly rings will not do the job in a boosted application the moly will end up flaking off under the heat and you will lose ring seal.

another piston shot
 

http://www.nelsonracingengines.com/l...6-ls-build.jpgAnother shot of the piston showing the coating on the side skirts

Balancing the crank
 

Heres a shot of the mallory slugs we installed in the counter weight to get the crank to spin true.Mallory is much denser and heavier than the 4340 it replaces so it makes the crankshaft heavier in this position which is what we needed for this applicationhttp://www.nelsonracingengines.com/l...1-ls-build.jpg

Cool stuff Tom.

Those engines should ROCK !!!:D

Cutting the crank
 

http://www.nelsonracingengines.com/l...5-ls-build.jpg if we can we also like to trim cut the counter weight instead of drilling holes for less oil windage

spining the rotating assembly
 

http://www.nelsonracingengines.com/l...7-ls-build.jpg this is the crank with the bob weights attached to the rod pins spinning at a balance speed the bob weights are filled with lead shot that equals the exact weight of the pistons,pins,rings,bearings,locks,connecting rods and some oil allowances.We like to balance old school on a non computer machine with floating sensors so if the crank is out of balance you will see imediately it will shake like crazy.It takes quite a bit longer but you no its right when it taken off the machine.

Cnc porting the cyl Heads
 

http://www.nelsonracingengines.com/l...0-ls-build.jpg
Heres the bare l92/ls3 cyl head getting the chambers ported its pretty amazing to watch the cnc cut these heads So i made a video of it and of a bunch of the little tricks in cyl heads for you guys i will post in next week some time but heres a buch of photos in the mean time

Cnc Porting
 

Cnc Porting
 

cnc porting
 

Cutting the Valve Job
 

This is one of the most important aspects of cyl head work is knowing what seat profile to put on the combination your working on.Seat angles,radius,widths are super super important.You can have and incredible port and kill the head with the wrong valve job.The Valve job allows the air to get around the valve into the cylinder.Heres a few shots of the head being cut and set uphttp://www.nelsonracingengines.com/l...4-ls-build.jpg

Valve Job
 

Testing the Springs
 

Here we are testing each spring individually to make sure the spring pressures are up to snuff.I like to have specific open and closed presures to control the valve at speed and especially under boost,because with a boosted engine you not only are fighting rpm but extra pressure thats being applied to the back of the valve.If this is wrong float city and the motor will usually decideshttp://www.nelsonracingengines.com/l...9-ls-build.jpg it wants to eat the valve.

Cleaning the parts
 

You can never be to clean cleaning everythhttp://www.nelsonracingengines.com/l...8-ls-build.jpging not only makes them proper for assembly but allows you to inspect the part for the last time before final assembly

Setting the installed heights
 

http://www.nelsonracingengines.com/l...7-ls-build.jpg
here we are setting up the installed heights the installed height is the distance between where the spring seats on the bottom of the retainer and where the spring seats on the head on the whats called the spring pad.To increase pressure or equalize pressures from spring to spring or variances in installed heights we use shims underneath the spring cups to make everything equal.

Amazing is all I can say

Flow testing the cyl head
 

The flow bench is much like a lie detector like a dyno is it measures how much air flows threw the port at given valve lifts.It has taught us huge amounts about horsepower production so we flow the heads to make sure its doing what its suppose to do these particular heads flowed 357 cfm at 650 lift on the intake and 260 cfm on the ex at 650 the ex ports on ls engines are known for being weak suck compared to there intake counter part.So there is quite a bit of work done to the exhuast side of this head.http://www.nelsonracingengines.com/l...5-ls-build.jpg

Cyl head flowing
 

finished head shot
 

Heres a shot of the head finished notice we lap each valve to its specific seat and label them .Also we use ex valves made from inconel material this material withstands much more heat then stainless and in a turbo application you need this because the cycling of the valve will cause the head to actually deform and tulip when its glowing red hot.http://www.nelsonracingengines.com/l...5-ls-build.jpg

More coming
 

Thats about it for today i'm all typed out next week all post a bunch more of the assembly and finish of them

Looks good!

how are your L92 head holding up around the 1200hp mark? any issues with head lifting? or pushing water?

Matt

fixed ! :lol: I can appreciate that, I make typos I have to fix all of the time.

Thank you Tom for the LSx walk . Super intresting!!! :bow:

Cant wait to see more!!!

Love this stuff -- WAY KOOL and not OLD SKOOL!

:>)

How much test pressure(inch) do you flow the turbo engine at? killer setup I like the honing plate.:yes:

Test pressure
 

We flow at 28 inchs of water Thanks Tom

Backing up a bit
 

Well i found some of the other pics i had taken so i'm going to back up a bit for a few posts.Heres a shot of us checking and aline honing the main saddles to the housing size we like to see this is one of the first things we do once we know the block is soundhttp://www.nelsonracingengines.com/l...9-ls-build.jpg

Aline Honing
 

http://www.nelsonracingengines.com/l...1-ls-build.jpg
aline honing it.This basically is a long bar with alinement shoes and cutting stones that we run threw the main saddles to size the hole that we want it to be it also puts a finish on the surface that allows the bearings to transfer heat into the block correctly.Which if you get right will increase the bearing wear

Cleaning of the block
 

http://www.nelsonracingengines.com/l...3-ls-build.jpg
Again you can never be to clean here we are doing one of the five cleaning process the block will go threw before final assembly.We like to run brushs threw all the galley holes to make sure weve got all the dirt and grit for the final we will do a full soap and water with high pressure and do a laquer thinner and white rags on the cyl walls untill the rag is white when you wipe it.

Measuring the crankshaft
 

I like to check every rod journal and main journal at 90/180/270 and 360 degrees i also will check the journal side to side for taper bell mouth etc.All these numbers are recorded then we torque the bearings in there saddles for the rods and mains and transfer the mic number we got on the rod pin or crank pin and check that particular journal to see what kind of running clearance we have if it is not in the spec we need we will not go any futher until this is fixed.http://www.nelsonracingengines.com/l...6-ls-build.jpg

Checking Running Clearance
 

Checking rod bearing clearance
 

Getting ready for assembly
 

Once we no all the clearances,Stroker clear,rod bearing clearance,main bearing clearance,piston to wall,piston to pin,ring gaps,deck heights,rod side clearance,cam bearing holes have proper crush in there respective housings,Piston to valve,Piston to counterweight,piston to crank trigger etc.etc.etc.Then we are ready to start assembling the short block.As you can see we would need a zillion more pics to show it all .But here we are installing the crankhttp://www.nelsonracingengines.com/l...3-ls-build.jpg