If im not mistaken that looks like an 18x lt1. Damn, looks like hes gunna need one helluva cowl. http://chaordicconsulting.com/bp/New...r/DSCN0958.JPG

 

Or mill the snot out of the carb flange on that intake!

Bret

 

Bret, yes a turbo is ALOT softer on a bottom end. Reason being is, a blower pulls on the mains, N20 hits hard and tries to spit the crank out the bottom, while a turbo comes on gradually.

 

Also one thing we are forgetting, none of these cars are running a main cap girdle. If their is one out there, then that will help as well. The only concern I have with the LT1's is crank walk. The cylinder walls I believe could hold a .50 cal machine gun...lol

 

Well I still don't 100% believe that main girdles do more than hold the main caps from going out the oil pan when the crank breaks.

The turbo doesn't spike the power on like a N2O shot due to the exhaust gasses speeding up the turbo and then the boost getting into the motor, that little bit of time in there is a huge advantage in terms of durability....

Hell in terms of cap walk problems, just have dowels for the caps. If the caps will fret after that you're not moving the caps but the block.

Bret

 

I was looking at Rodriques' picture and I gotta say that's gonna be one weird looking spacer you make to fill the gap between the manifold base and the lifter valley rail. There must be a half inch space there.

 

I confess to not completely understanding much of the technical content of this thread, but I have to ask this question. As soon as you start talking about modifying heads that require a custom intake for the LT1, why even stay with the LT1? When you get to that point doesn't it make sense to start with a standard SBC block, of which there are numerous after market options that can be safely bored way beyond the capabilities of the LT1 short block, then the heads that your discussing in this thread require no modification, right. And also at the RPM levels that you guys are talking about, doesn't that completely take the standard PCM out of the picture and require an aftermarket engine management system? So why, other than like Mt Everest, because it's there?

 

Tally, yeap a SBC would make sense but some guys just want to do it the hard way. Either way the heads would kick ***.

Bret

 

Problem going with SBC is everything has to be changed. I hate having to start from scratch again...lol

 

I prefer N20 to turbos, but agree it gets rough once you get up there on the hit. You can fool around with solenoid placement and bearing clearances/oil weight,but its only gonna get you so far.If i had to get 4 digits out of a streetable SBC [say LTx type] i would have to go turbo, as the required maintenance on a motor with a 400+ shot[s] would be a PITA on a 4th gen. IE youre definately not gonna be able to swap pistons between qualifying/elims.
I know there's a few guys running manly juice hits here on their street cars, but are they going a whole weekend of rounds, or just a few passes with the hit set on kill? please correct me if im misinformed, this interests me.

also semi-relevant there's the import guys who cant build boost fast, and give it a shot of N20 off the line to spool the turbo, which i think would negate effect of a turbo being softer on the bearings

 

I feel you're pain. I've already got 4k in an over-killed LT1 short block, I sure as hell don't have the dough to go with that kind of setup. As it is going with after-market castings, custom cam and is going to be another 4k. What the hell, Fun ain't cheap and Cheap ain't fun.

 

I don't think they hit it with "big" shots though.

 

works for me tho since im starting from the ground up anyway, lol



-john

 

Thanks guys, I learned ALOT in this thread. Thanks again.