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FINALIZED 454LSX build Sheet! Opinions Welcome!

This is a discussion on FINALIZED 454LSX build Sheet! Opinions Welcome! within the Internal Engine forums, part of the LSx Technical Help Section category; Originally Posted by BULLET_WS6 Forgive my ignorance but in an FI build wouldnt you want the slightly smaller headers for ...

  1. #41
    King 0f n00bz shady milkman's Avatar
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    Quote Originally Posted by BULLET_WS6 View Post
    Forgive my ignorance but in an FI build wouldnt you want the slightly smaller headers for backpressure?
    what is this talk about the myth ?

  2. #42
    Member 6.0LiterImportEater's Avatar
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    2006 Pontiac GTO

    Its not myth but has not practicality on this set-up.......PROCHARGER FTW!!

    You need backpressure in a turbo manifold for a front mount set-up or just backpressure in the exhaust entirely for a rear end set-up.

    Since this application is using the engine to drive air in there is no need for that worry and more breathing room is better!! Like in college football.......GO FOR TWO!!

  3. #43
    Missing 4 Cylinders BULLET_WS6's Avatar
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    Quote Originally Posted by shady milkman View Post
    what is this talk about the myth ?
    Well I only know a bit about turbos, nothing about superchargers, but I thought people with superchargers kept smaller manifolds too for backpressure.

  4. #44
    formally 01 T/A 0verkill's Avatar
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    "Arrest Me Red"
    2001 trans am

    have you looked into jelel rockers? they are the top of the line here is a link http://jesel.com/index.php?categoryid=8

  5. #45
    Junior Member leonardTA1999's Avatar
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    BLACK
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    No kidding bro you run my setup minus the procharger lol i bought the 454 lsx ss crate motor from mast motorsports. shaun lide set me up i paid 16,554 dollars with shipping the motor made 660 and 586 with the motor and i made 573 rwhp and 534 rwtq though a spec 5 and t-56 6 speed and moser 9 from epp in my 99 t/a

    the specs lsx standard block 454 cu in 4.185 bore 4.125 stroke callies rotating assembly 11.4.1 comp pistons pump gas @ 91-93 oct cnc ls7 heads and ls7 factory intake 42 lb/hr inj 92mm f.a.s.t throttle body 100mm lingenfelter maf and 105mm lid from buynspeed cam is 242/252 @.050 112 lsa .626 .626 lift

    the motor ran great, im going to a tall deck lsx block 9.700 deck compared to 9.240 to fix my oil control problem with the standard deck height, the problem is the piston skirt gets pulled out of the bore to far on the down stroke with any crank more than 3.75 stroke.

    going to ls-r 6 bolt heads, they have canted valves and flow 405 cfm @ 600 from edelbrock < lol i know last person i fig to come out with a wicked head

    if you wanna go really sick for a head check out arao heads for lsx blocks 4 valve heads that bolt on and make 100 hp over the ls7 head simple sick a little pricy but sick...

    as far as your set up it will make 900+ at the tires on 18 lbs of boost or 580+ on motor setup only you should need the 104 lid if your running a procharger lol

    good luck i have 20,000 rolled in my motor and thats me doing all the removal and install plan on 20 in parts and another 5-8 in things you forgot about or things you need down the road at least for your procharged setup all motor could be done with under 20

    for pics check this link all of them are in albums at the bottom.

    http://viewmorepics.myspace.com/inde...endID=88305333

  6. #46
    King 0f n00bz shady milkman's Avatar
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    Quote Originally Posted by leonardTA1999 View Post

    if you wanna go really sick for a head check out arao heads for lsx blocks 4 valve heads that bolt on and make 100 hp over the ls7 head simple sick a little pricy but sick...
    does jesus run that arao shop... my god..pop those on the 454+ and good bye top end choke restriction that i have herd plagues the 454+s

  7. #47
    Make real real sure Johns00Z28's Avatar
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    I've heard those 4 valve heads are like a unicorn, no one's ever seen them run on a car despite what their site claims.

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    Quote Originally Posted by NeeD4SpeeD View Post
    Ok, so here it is, the finalized build sheet for my 454 LSX. I welcome all opinions and changes to certain parts are welcome because since im spending this much i want to get the best performance!

    Estimated Completion Date: Summer 2010-2011

    454cid LSX Bowtie Stroker Short Block - $6,105.00

    Block: 454 Cubic Inch LSX
    Litre: 7.4L
    Max HP: 2500
    Bore: 3.990"
    Max Bore: 4.250”
    Pistons: Diamond Racing Flat-Top -3.8cc
    Crankshaft: Callies 4.100” Stroker Crank
    Rods: Callies 6.125” LS1 Forged Compstar Rods
    Main Cap Bolts: ARP LSX
    Reluctor: 58x Tooth
    Conversion: LS2 Kit
    Note: All Forged Internals

    Total Engine Airflow 245CC CNC Ported Trick Flow LSX Cylinder Heads - $2,549.00

    Head: Trick Flow 245cc CNC
    Bore: 4.000”
    Intake Runner: 245cc
    Exhaust Runner: 80cc
    Combustion Chambers: 64cc
    Intake Valves: 2.04”
    Exhaust Valves: 1.575”
    Duel Valve Springs: 1.300”
    Valve Seals: Viton Canister-Style
    Valve Locks: 7° Steel
    Retainers: 7° Titanium

    Thunder Racing Custom Grind Camshaft - $374.99

    Camshaft: Custom Grind
    Duration Intake: 248
    Duration Exhaust: 254
    Intake: .626”
    Exhaust: .630”
    Lobe Separation: 112.5LSA
    Power Band: 2400-7500RPM
    Peak: 6400RPM
    Total Configuration: 248/254 - .626/.630 – 112.5LSA
    Application: 6.6L (408CID) and Greater
    Series: LSR

    FAST LSXR™ 102mm Intake Manifold - $825.00

    Fitment: 3.825” Bore or Greater
    Size: 102mm
    Composition: Polymer
    Design: 3 Piece Modular
    Intake Runner: Long

    FAST Big Mouth 102mm Throttle Body™ w/ TPS - $485.00

    Fitment: 102mm FAST LSXR
    Throttle: Cable Driven
    Composition: Billet 6061-T6 Aluminum

    QTP 1 7/8" High Velocity Collector Race - $825.00

    Header Type: QTP Long Tube Slip Fit
    Style: Race Style W/O EGR or AIR
    Size: 1 7/8” Primaries
    Ends: 3"
    Head Flanges: Port Matched 3/8” Stainless Steel
    Tubing Material: 304 Stainless Steel
    Finish: High Polished Finish
    Tubing: 16 Gauge .065
    Collector: High Velocity Turbulence Spike

    ASP Underdrive Pully - $259.99

    Underdrive: 25%
    Construction: Steel
    Package: Crank & Alternator Pulley Set
    Pully: Tall Belt Retention Walls
    Track: Integral Timing Marks
    Threads: Built in

    Melling Oil Pumps - $139.99

    Volume: 15% + Flow
    Pressure: 10 PSI Higher Pressure Relief Setting
    Spring: Stock Spring Included
    Design: Improved For Max Volume
    Blueprinted: Yes

    JP Double Roller Timing Chains - $99.95

    Chain: Double Roller Heat Treated & Nitrated
    Timing Adjustment: Advance or Retard 8 Degrees
    Sprocket: Adjustable 9 Keyway Crank Sprocket
    Spacer: 2 Oil Pump Spacer Plates

    Harland Sharp Rockers - $495.00

    Assembly: Needle Bearing Full Roller Fulcrum
    Shaft: .250 Diameters
    Connector: Duel Rocker
    Packet: All 8mm Grade 8 Socket Head Cap Screws & Pedestals

    Procharger F-1C 98-02 F-Body 8-Rib Race - Own

    Head Unit: F-1C
    Volute Diameter: 9.75”
    Max Supercharged HP: 1225
    Base HP Range of Motor N/A: 300-550
    Max Flow (CFM): 1850
    Max Boost (PSI): 38
    Outlet Hose Diameter: 3”
    Outlet I.D.: 2.62”
    Max Impeller RPM: 74,000
    Internal Step-up: 5.40:1
    Self Contained/Reverse Rotation: Yes
    Oil: 6oz.

    ATI Completion Blow Off Valve - Own

    Valve: Open
    Type: Race
    Construction: Steel Flange

    Meziere Electric Water Pump - $639.99

    Flow: 20% Increase
    Volume Separation: Equal Flow to Both Cylinder Banks
    Construction: Steel High Polished
    Type: Electric

    FAST 60 lb/hr High-Impedance Injectors - $514.80

    Pound: 60#
    Flow Rate: 630cc/Min
    Impedance: High
    Flow Matched: Yes
    Pintle: Precision Ground
    Spray Angle: Wide
    Magnetics: Super Polar

    Speed INC High-Flow Fuel Rails - $139.99

    Fittings: 8#
    Construction: High Strength Billet Aluminum
    Fuel Adaptor: 3/8NPT

    FAST Fuel Line Conversion Kit (w/Gauge) - $219.99

    Rear Crossover Line: Yes
    Main Fuel Supply Line: Yes
    Conversion: Factory 3/8-inch Fuel Line to -6AN Lines

    Aeromotive Eliminator Series Fuel Pump - $479.99

    Pump: EFI 1200
    Max N/A HP: 1600
    Max Supercharged HP: 1100
    Flow: 35% Increase Under Pressure
    Pump Flow P/Hr: Exceeds 800lbs. per hour @ 13.5 Volts & 45 PSI
    Inlet Port: -12AN
    Outlet Port: -10AN
    Pumping Mechanism: Duel Chamber

    Aeromotive Billet Pump Controller - $333.55

    Stage: 2 Step Pump Speed Control
    Activation: RPM Activated
    Voltage Control: Yes
    FPSC: Minimizes Hot Fuel Handling Problems

    Race Fuel Pressure Regulator - $99.99

    Fuel System: EFI
    Range: Adjustable From 25PSI-75PSI
    Top Port: Feed Line
    Bottom Port: Bypass
    Fuel Pressure Rise: 1:1 Ratio
    Flow Port/Return Port: 3/8th NPT

    Race Fuel Filter - $59.99

    Construction: Stainless Steel
    Fittings: -10AN
    Magnet: Powerful Polarized

    Hypertech 160 Degree Thermostat - $49.99

    Thermostat: 160 Degree
    Housing: Aluminum

    Lingenfelter 100mm MAF Sensor - $299.95

    Construction: CNC Machined Aluminum
    Size: 100mm
    Outer Diameter: 4.00”
    Length: 4.00”
    Calibration: Custom Tune Via Software or Dyno

    Fast Toys 104mm Air Lid - $169.99

    Feature: Power Bulge Design
    Size: 104mm
    Size OD: 108MM
    Volume: 27% Increase
    Fitment: Lingenfelter 100mm MAF

    Griffin High Performance Radiators - $463.99

    Flow: 18% Improvement
    Construction: Aluminum
    Flow Rate: < 500Lt. p/min Max

    Accel LSX Truck Coils - $497.92

    Turns Ratio: 52:1
    Primary Resistance: .2 OHMs
    Secondary Resistance: 3.1K OHMs
    Inductance: 5.8 mH
    Maximum Voltage: 50,000 Volts
    Peak Current: 160 mA
    Spark Duration: 1400 uS
    Weight: N/A

    Thunder Racing Coil Pack Relocation Kit - $209.99

    Wire Diameter: 10.4 mm Wire = .409 Inch Diameter
    Core Resistance: 50 ohms per foot (+/- 20%)
    Length: 12”
    Wire Construction: Three Layers of Pure ZIMPLEX Silicone
    Heat Rating: 600 Degree Heat Protection
    Inset Construction: Tightly Woven, Heat Treated Fiberglass Braid
    Boot: Pure Silicone "Pro Boot" Bonded to Wire

    MSD Ignition System - $279.99

    Spark: 6x Multiple Sparks
    Ignition Timing: Up to 9 Degrees
    Step Retard: Up to 18 Degrees for Nitrous
    Boot Retard: .1° to 1.9° per Pound of Boost
    Electrical System: 12-18 Volt

    NGK Spark Plugs - $29.99

    Type: Iridium IX TR-6
    Tip: Fine Iridium
    Construction: Laser Welded & Trivalent Metal Plating
    Dimensions: 0.6mm
    Gap: .035
    Heat Range: One
    Application: Supercharged, Nitrous, High Compression & High HP Engines

    (Engine Only)
    Goal RWHP: 585
    Goal RWTQ: 550

    (With F-1C @15PSI)
    Goal RWHP: 850
    Goal RWTQ: 750

    -Anything over these numbers and ill be extra happy!!!

    Total Cost: $16,455.96
    Labor: $0 (Me and Friends Doing All The Work)
    Seamen Wasted From Driving a 02 WS6 With a 454: Countless
    Thrills and Happiness for Years To Come: PRICELESS

    NOTE: This project will take an estimated 2 years to complete. All the suspension parts will be added to this list later on as the build progresses. I have an inital $20K to start the project and will be accumulating throughout the build life of the new engine.

    *I WOULD LIKE ALL SERIOUS OPINIONS to weather or not the parts are good for the engine build, will yeild the BEST performance and will compliment eachother.

    Thank you very much in advance and i look forward to reading everyone's opinion!
    do you mind me askiogn what other cams you considered (ie what were 2nd and 3rd best)? what was your basis on the cam decision? is it sreetable at low rpm's?

  9. #49
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    98 T/A RAM AIR

    Quote Originally Posted by shady milkman View Post
    true..are you running meth ? ..also just something to think about in the cooling...is that the lt1 radiators are 1 3/8s (i think) thick while the ls1 is less or = to a inch....and with the 454 being a iron block..maybe some larger fans ..i think that would be prefect for your build..look it up tho..i think 1 connector needs to be plugged on the lt1 rads to be used with our lsxs
    just curious - - aside from the s/c intercoolers, is there any concensus as to the coolest / most efficient running radiators and fan setup including transmission oil coolers for n/a setups that won;t bereak the bank (ie best price/performance ratio)?

    Anyone out there using methanol in n/a setups? Are there parameters that they start to make sense vs. stock engine and tranny oil cooling ?

  10. #50
    King 0f n00bz shady milkman's Avatar
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    Quote Originally Posted by bossho View Post
    just curious - - aside from the s/c intercoolers, is there any concensus as to the coolest / most efficient running radiators and fan setup including transmission oil coolers for n/a setups that won;t bereak the bank (ie best price/performance ratio)?

    Anyone out there using methanol in n/a setups? Are there parameters that they start to make sense vs. stock engine and tranny oil cooling ?
    well meth will cool down the combustion chamber so more timing can be added etc....but its not usually used on N/A ....i would say a lt1 or ls1 oem radiator is one of the best..if not then maybe the be cool units

  11. #51
    The Slow and the Broke ImportIntimidator's Avatar
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    just shooting from the hip here... but with the parts listed what is your compression ratio??? seems like you'd be around 11:1... Way high for FI.. unless I missed something?

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