Quote Originally Posted by Lincolnman View Post
Do you have any idea what the guy's name on LS1tech is?
If by 377 SBC you are referring to a 400 block and 350 crank, yes - same idea.
I consider 11:1 to be the threshold for 91 octane compression. More compression generally means more power so I figured it made sense to run all the way up to the maximum practical limit there. Also, higher compression keeps the throttle response snappy so that it doesn't "hang" at higher RPM for an undue period of time. I have also read that you can modify your IAC to help drop RPM quickly after rev up, but I don't know how that works.
I understand the logic behind the vacuum pump, but wouldn't that mean more parasitic loss to running the pump than just directly moving the crankcase air?
Yeah, 6.0 or 6.2 was considered, I guess I said Gen III but I just meant Gen III+. I had thought about a 6.0 Darton sleeved block at 4.200" bore and either a stock or (reverse) offset ground 4.8 crank. Since the RPM limit is 7,500 I think that the stock crank should hold up fine, if offset ground I am less knowledgeable on their strength limit. Also, I have no idea what rods could be used with an offset grind. Some import part in a custom length?
ITBs? What does this mean, individual throttle bores? I see from a cursory search of Google images that most images for it appear to be velocity stacks and the like...
60% underdrive - WOW. Out of curiosity, is it useless for street because of inadequate cooling from the pump running too slow, inadequate charging for the same reason, or both?
Any thoughts on the small/light/light spring vs larger (and inherently heavier) valves and springs?
What about the dog bone vs double roller timing set?
...and will the 6 bolt heads work on a 4 bolt clock or not?
Thanks for the replies guys! Keep 'em coming!
Yes, the 400 block with 350 crank setup. RetroLSx is the one doing the motors. Here's a link to his forums. They aren't very active and I don't know his exact name on LS1tech.