iron block lsx turbos ,1000ftlbs :)
 

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so to all you lsx boys.. stop bottle feeding and start force feeding..:)
the article below
http://www.hotrod.com/techarticles/e...252/index.html

the skinny
Heres the skinny:

The goal of the test was to test the true limits of the LM7, which is the 5.3L truck engine based on the LSx series engines. Pretty much an LS1 with an iron block in a nutshell.

They picked up what they thought was an 5.3L LM7 but, as they found out after the testing was over, it was actually a 4.8L LR4 which is the smallest of the LSx based iron truck engines. One phenomenal part about the engine was the #8 cylinder had a large rust spot etched in it that their hone wouldn't remove....they left it there.

For the top end they upgraded to 2" intake valves, stock exhaust valves and did a very mild port job on the heads. Flow numbers went from 220/220 to 300/220 cfm on the intake and exhaust respectively. ARP studs with Fel-Pro MLS gaskets kept the heads down. A mild Comp Cams cam was installed along with the supplied lifters, pushrods, springs and rockers remained stock. A FAST LSXR intake was installed as well with a big TB.

The short block(except the cam) was all stock. Even the original bearings and rings that were on the motor when it was purchased were reused. They even sanded the rust off the #8 rings and reused them!

Fueling was handled by 75 lbs/hr injectors and upgraded fuel rails. It was run on Rockett 118.

The two turbochargers were CXracing 76mm units run off of flipped shorty truck headers(no name brand headers).

The engine was run for SIXTY dyno pulls over half of which were claimed to be at 1000+ hp. In it's final trim, in between 26 and 27psi, the engine produced just over 1200hp. What stopped the testing was not engine failure but an ignition failure(all sensors and electrical components like the ignition were stock). The engine was 100% a-ok by the end of the testing.

the headers were JBA shorty's. They are name brand.

Many ls guys on this board are in the process of going turbo or are turbo.

very interesting...

who??? ^^^^^

nevermind... forgot what board i was on lol... its been a long day, following a long night last night... edited my post

While were here being completely honest that's my exact cam and aall. That's wild. Maybe I should strap a snail to mine?

1200hp show truck:poke:

112 lsa is pretty crazy. Everybody in the turbo ls performance market said 116 lsa.

I'm using some ebay stainless steel shorty swap headers. Its the only out the box header that will fit a gbody forward and down.

go for it.. u dont need a 100mm snail to make power. and a sinle would be decently easy...
their have been plenty of 67-70mm turbos for under 1g lately ..

Can you give me a link. I am undecided if I want to do the stock manifold setup or do what you are doing.

Rob's outta town but after he gets back and reads this I wouldnt be surpised to see him adding a second turbo lol.

turbos + ls engines = big powa

i would honestly stick to a single...

with everything ive learned from doubling/trippling the power of the imports id love to get behind a v8 turbo car and help with a build.

id actually like to see the turbo ws6 in person and get a grasp on the setup ... you can say im a import guy but i was around turbo 5.0 back in 96-97 before u herd about turbos much. i was traveling with psi motorsports

i have a brand new 80mm borg warner on the shelf with the race cover. and a kb racing turbo manifold

That's insane...I might have to rethink what I wanted to do for a project car...

is that the bw 400r series turbo? the r stands for race cover.

Yea I believe.

thats plenty big enough for a single. you can even stay with the carb doing a blow thru setup.