My next problem would be how to get 800hp with an automatic transmission... but the Lingenfelter package sounds to expensive...maybe I was misled the guy with the 68 convertible camaro on big muscle said he changed the pulley and polished the supercharger and he was pushing 800hp--648rwhp 650tq...maybe he was wrong...https://www.youtube.com/watch?v=p0asSuSBNO0
My next problem would be how to get 800hp with an automatic transmission...
800ft/torque with automatic transmission is a Bowler transmission, but again it is costly.
Quote:
Originally Posted by seankc31
but the Lingenfelter package sounds to expensive...maybe I was misled the guy with the 68 convertible camaro on big muscle said he changed the pulley and polished the supercharger and he was pushing 800hp--648rwhp 650tq...maybe he was wrong...https://www.youtube.com/watch?v=p0asSuSBNO0
The youtube article is BS! My LS3 418 with the Harrop TVS 2300 Dynoed around 700 hp and 800 ft/lbs of torque and I was at 15 psi. To get in the 800 horsepower range, then it takes an LS7 block. Similar to what Stielow has in his.
The LSA or LS9 superchargers are positive displacement, so polishing the inside of the supercharger won't increase the horsepower of the engine. Source is Brian Thompson of Thomson Automotive. The LSA features the smaller supercharger, it is called the TVS 1900. While the LS9 has the TVS 2300 is bigger in displacement. The weak part of the LSA engine is that it uses cast pistons and powder metal rods. The rods are good for around 600hp, but if you push the engine to 800hp. Then you need a good US made forged rod. forged pistons, forged crank,etc.
The cost factor for the LSA is rather low, but if you plan to build an 800 hp supercharged engine, then build a custom engine with 800HP as the goal. It is more costly, but it can't be done with the LSA engine.
I don't really need 800hp but it sounds nice it think in the 600 range is good...I was just curious about it...I think a stock LSA will be good for what i want just a smooth, engine with some power to show off a bit...I have a 600hp 468 BBC like 13:1 compression it just big hulk of an engine everything vibrating and rattling around not a very comfortable ride...
I don't really need 800hp but it sounds nice it think in the 600 range is good...I was just curious about it...I think a stock LSA will be good for what i want just a smooth, engine with some power to show off a bit...I have a 600hp 468 BBC like 13:1 compression it just big hulk of an engine everything vibrating and rattling around not a very comfortable ride...
I test drove Brian Thomson's Chevelle, but it is an LSX 454 with LS9 blower and LS7 heads. Idles rather nice around 650 rpm, you can't tell it has this much power. There is no vibration as you would get in big roller cam engine. I had a 383 small block with full roller and 12.5 to 1 compression, it would rattle the entire car. Brian's drives rather nice, but he has rubber engine mounts, well, if you saw Camaro XV thread it has those mounts as well. My 67 Camaro has new rubber mounts as well.
The LSA should be fine, but regardless there is lot of added cost for radiatoor intercooler setup, pulley setup, custom airbox, harness etc. I saw one guy post 2 to 3k in this thread. His figures were a bit low.
The only difference is the Intercooler on the front of the core support. And if your going to use an Auto Rad coresupport I think they offer this as an additional option now days. The Harness, Air box and everything else will need to be built no matter what LS engine you run. The Front drive system is just 200 bucks more expensive then a standard bracket system. The Harness is just a bit more expensive then a standard LS3. Now the LS9 stuff is alot more expensive but it is a much better assembly but at double the cost.
I think this is the BEST BANG for the buck crate engine out there.
The only difference is the Intercooler on the front of the core support. And if your going to use an Auto Rad coresupport I think they offer this as an additional option now days. The Harness, Air box and everything else will need to be built no matter what LS engine you run. The Front drive system is just 200 bucks more expensive then a standard bracket system. The Harness is just a bit more expensive then a standard LS3. Now the LS9 stuff is alot more expensive but it is a much better assembly but at double the cost.
I think this is the BEST BANG for the buck crate engine out there.
Rodger
The problem that I found is that not all radiator companies were willing to build a radiator with the intercooler setup. Actually, I only found Autorad was willing to build it. Ron Davis was willing to build the radiator, but not in Air to water intercooler setup. I got a price for an intercooler from Bell Intercoolers, but by the time that you added the Ron Davis radiator it was more than the Autorad. Mark Stielow is using a Dewitt radiator on Camaro XV, so that is the other option.
Cost for the custom AutoRad is $2300. heat exchanger water pump is about $200, LSA fead system is about $1000 (http://www.texas-speed.com/p-3629-gm...e-system.aspx), Cost is more for A/C. Additional cost of $1000 if you plan to do A/C. Harness is about $1500, but Speartech has one for $3400. http://www.speartech.com/product_p/lsaharness.htm
Fuel tank with fuel pumps etc. LSA Fuel tank might be around $1200 or so. Mine was a bit more, but I have dual fuel pumps. Tuning, is around $400 to $800, etc.
So this figure is a bit off.
Quote:
Originally Posted by Bsinclair
the price you are seeing probably doesn't include the cost of the accessory drive,heat exchanger water pump and the heat exchanger if its the $12000 unit. figure adding another 2-3k on top of that for a front runner system and needed components.
The only difference is the Intercooler on the front of the core support. And if your going to use an Auto Rad coresupport I think they offer this as an additional option now days. The Harness, Air box and everything else will need to be built no matter what LS engine you run. The Front drive system is just 200 bucks more expensive then a standard bracket system. The Harness is just a bit more expensive then a standard LS3. Now the LS9 stuff is alot more expensive but it is a much better assembly but at double the cost.
I think this is the BEST BANG for the buck crate engine out there.
Rodger
Quote:
Originally Posted by Sparks67
The problem that I found is that not all radiator companies were willing to build a radiator with the intercooler setup. Actually, I only found Autorad was willing to build it. Ron Davis was willing to build the radiator, but not in Air to water intercooler setup. I got a price for an intercooler from Bell Intercoolers, but by the time that you added the Ron Davis radiator it was more than the Autorad. Mark Stielow is using a Dewitt radiator on Camaro XV, so that is the other option.
Cost for the custom AutoRAd is $2300. heat exchanger water pump is about $200, LSA fead system is about $1000, but if you get a custom pulley setup it is about $2500, Cost is more for A/C. Harness is about $1500, but Speartech has one for $3400. http://www.speartech.com/product_p/lsaharness.htm
Fuel tank with fuel pumps etc. LSA Fuel tank might be around $1200 or so. Mine was a bit more, but I have dual fuel pumps. Tuning, is around $400 to $800, etc.
So this figure is a bit off.
Jeff
Sparks because alot of guys read this stuff and may get pushed away from an LSA , let's be clear:
- inner cooler/heat exchanger will be required. The AutoRad is a smokin deal for what you get and only a bit more than a standard set up.
- the harness is required no matter what LS motor you buy and Speartech, while a great vendor with quality products, is way out of market. I know of a harness vendor that can do this for one third the price.
- there is absolutely no requirement for a custom front drive, but depending on the application some mods may be needed. You wanna play, you gotta pay. That's hot rodding.
- yes a fuel system to support the blower will be reqiured, but the Vaporworx CTSV pump will do just fine.
You are entitled to your opinion, but these expert posts of yours are confusing at best. There is more than one way to solve a problem.
No offense intended. Just straight talk, like Rodger's post.
I test drove Brian Thomson's Chevelle, but it is an LSX 454 with LS9 blower and LS7 heads.
Jeff
A little off topic, but I thought the LS9 blower was only applicable to the LS3 type heads and not LS7. I know LS9 has it's own set of heads, but the port configuration is what I'm talking about.
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