Build Pics of Nre's TT LSx's

[Kendall Burleson]

Originally Posted by TOM NELSON

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.

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

[TOM NELSON]

Originally Posted by Kendall Burleson

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

We flow at 28 inchs of water Thanks Tom

[TOM NELSON]

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 sound

[TOM NELSON]

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

[TOM NELSON]

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.

[TOM NELSON]

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.

[TOM NELSON]