TonyG > New Race Car Build Thread
10-15-2014, 02:58 PM
#1216
Rennlist Junkie Forever
Thread Starter
I'm getting on the phone with Katech Performance in the next hour to discuss an race engine that will last with zero BS.
It's time to call in the big dogs....
TonyG
It's time to call in the big dogs....
TonyG
you ran 3.622" stroke with great success for many years. in the context of how you use your LS, that's a lot of stroke. and 3.825" is a way lot of stroke. with the LS7, you'd have only a small reduction in performance going back to 3.622". yes, the block can handle a big stroke under the spotlight of the automotive press's dynos and our trusted buiders... but, like the guys who track their Z06 engines on Saturday, it becomes a question of for how long? i can't help but wonder if the guys at Chevy were drooling at the prospect of all the feedback they'd be getting when people began racing the Z06's a few years ago.
*btw, the LS7 block w/ LS3 crank was used by Jerod Shelby to set the world speed record for a production car
in the Ultimate Aero (in 2007 before it was again, bested by the Veyron two years later).
*learned recently.
*btw, the LS7 block w/ LS3 crank was used by Jerod Shelby to set the world speed record for a production car
in the Ultimate Aero (in 2007 before it was again, bested by the Veyron two years later).
*learned recently.
10-17-2014, 08:54 AM
#1218
Three Wheelin'
Locally Katech is sometimes called Ka-boom. I have a local guy here that is a LS specialist, been building, racing and supporting Corvette racers for decades that helped me out. If you want his information let me know. Great guy with real world experience and has won and supported several regional and national champions (still supports 12+ engines). I was in his home shop and he had 15 new LS blocks in there.
10-17-2014, 06:57 PM
#1219
Rennlist Member
Tony, If you would, please post a picture of the underside of the piston from your failed cylinder, or of any of the pistons from your engine that have gold or brown stains on the underside. It may provide the answer to why you had the bearing/rod failure when data showed no issue with OP.
10-20-2014, 11:43 PM
#1221
Rainman
Rennlist Member
Rennlist Member
20B wasn't available in the us...2JZ is a monster of an engine and barely fits into a standard-bay 944, and are pretty rare...and the 3uz wouldn't be road legal in California which I believe is one of Tony's design parameters.
10-20-2014, 11:51 PM
#1222
Race Director
Not hard to get the 20b motor but I doubt it would pass road legal if the 3UZ wouldnt. Im surprised the 2JZ is rare over there... oh well there is no reason the ole V8 cant be reliable.
10-21-2014, 06:55 AM
#1223
Rennlist Member
Doubt Road Legal is in question here....
10-22-2014, 01:03 AM
#1225
Three Wheelin'
Haha, I just noticed that one of the thread tags mentioned in the box at the bottom of the page is "924."
I know there are a number of 944 parts remaining on the car, but I wonder if there are any parts left that could be traced back to the 924. Maybe a random shift linkage part or something?
Hopefully this beast will be back in action soon!
I know there are a number of 944 parts remaining on the car, but I wonder if there are any parts left that could be traced back to the 924. Maybe a random shift linkage part or something?
Hopefully this beast will be back in action soon!
10-22-2014, 11:08 AM
#1226
Rainman
Rennlist Member
Rennlist Member
Haha, I just noticed that one of the thread tags mentioned in the box at the bottom of the page is "924."
I know there are a number of 944 parts remaining on the car, but I wonder if there are any parts left that could be traced back to the 924. Maybe a random shift linkage part or something?
Hopefully this beast will be back in action soon!
I know there are a number of 944 parts remaining on the car, but I wonder if there are any parts left that could be traced back to the 924. Maybe a random shift linkage part or something?
Hopefully this beast will be back in action soon!
the transmission's earliest variant was used in the 924T.
11-03-2014, 11:09 PM
#1227
Rennlist Junkie Forever
Thread Starter
Ok....
After my most recent engine blow up... which I might add... I did quite well....
I'm going dry sump.
The problem is that there's no dry sump pan, off-the-shelf, that will work.
So, in conjunction with Aviad Oiling Systems (who's doing the dry sump system), they gave me a blank dry sump pan. I took this mockup LS7 engine to Vision for them to modify the pan.
Then finally back to Aviad to finish the oil pan.
Then on it goes... to the new dry sumped super duper LS7
TonyG
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After my most recent engine blow up... which I might add... I did quite well....
I'm going dry sump.
The problem is that there's no dry sump pan, off-the-shelf, that will work.
So, in conjunction with Aviad Oiling Systems (who's doing the dry sump system), they gave me a blank dry sump pan. I took this mockup LS7 engine to Vision for them to modify the pan.
Then finally back to Aviad to finish the oil pan.
Then on it goes... to the new dry sumped super duper LS7
TonyG
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11-04-2014, 01:07 AM
#1228
Rennlist Member
Are you sure you have an oiling problem? How do you account for no evidence on data? What color is the underside of your pistons (I've asked this a few times)? I'm trying to get a little more information since you posted your misfortune, suggested the cause was a mystery, and you're now going dry sump even though data suggests lubrication is not the culprit. I may be able to help you identify the root cause - not trying to be a dick!
11-04-2014, 01:40 AM
#1229
Rennlist Junkie Forever
Thread Starter
Are you sure you have an oiling problem? How do you account for no evidence on data? What color is the underside of your pistons (I've asked this a few times)? I'm trying to get a little more information since you posted your misfortune, suggested the cause was a mystery, and you're now going dry sump even though data suggests lubrication is not the culprit. I may be able to help you identify the root cause - not trying to be a dick!
The bottom of the pistons have nothing to do with the crank oiling since they are simply supplied with oil via "splash" from the crank. And yes they look perfect.
The problem is that the oil pump (stock and aftermarket) run at crank speed. That's OK until about 5k-6k rpms. After that they start to cavitate.
Furthermore, the higher the rpm, the more you have the whipping of the oil due to windage, which further aerates the oil.
Once that happens [the aeration of the oil], you still have oil pressure, but the oil is aerated and all you see is a slight drop in oil pressure in the data logs.
But the ability to lubricate goes way down since the oil is full of tiny air bubbles.
That's what happened.
The dry sump on the other hand runs at 1/2 crank speed. So it's bigger pump running at a much slower rpm. So there's no cavitation.
There's also no crank windage since there's no oil sitting in the pan.
Those two eliminate the aeration of the oil. Which eliminates a huge oiling issue.
So oiling issues are far more than the simple ability of the oil pickup not becoming "uncovered" when experiencing substantial g loading...
TonyG
11-12-2014, 08:31 PM
#1230
Rennlist Junkie Forever
Thread Starter
Are you sure you have an oiling problem? How do you account for no evidence on data? What color is the underside of your pistons (I've asked this a few times)? I'm trying to get a little more information since you posted your misfortune, suggested the cause was a mystery, and you're now going dry sump even though data suggests lubrication is not the culprit. I may be able to help you identify the root cause - not trying to be a dick!
No pics of the under side of the pistons, but I have one right in front of me and it looks normal. No discoloration.
TonyG
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