FINALIZED 454LSX build Sheet! Opinions Welcome!

[shady milkman]

Forgive my ignorance but in an FI build wouldnt you want the slightly smaller headers for backpressure?

what is this talk about the myth ?

[6.0LiterImportEater]

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!!

[BULLET_WS6]

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.

[0verkill]

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

[leonardTA1999]

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

[shady milkman]

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

[Johns00Z28]

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.

[bossho]

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?

[bossho]

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 ?

[shady milkman]

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

[ImportIntimidator]

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?