The numbers refer to the size of the orifice. Like a holley jet. .055" nitrous and .047" fuel. According to the drag race calculator, the car picked up 140 HP. NOS says their .055" jet is a "125 HP jet".
you're really making my decision to stay Buick powered for my Sporty build-up difficult ... ... The way the 5.3l effortlessly moves my Envoy XUV (5600#'s) is pushing me further towards the edge Dude - 10.5's is just plain SICK !! :eek2: Congrats :beers2:
Another new best on the motor today 11.43 @ 118. Not sure why she was so strong today. The D/A was 1329 at the time of the pass, but everyone was running good numbers.
Thats awesome! not sure why anyone would build a 455 when you have such great results with a mild street LS engine.
Because 455s are cool and uniquely Buick. They sound different and feel different. If I would have been willing to spend the 10+k to get the performance level I wanted, i would have a 455 myself.
Thanks to Jim at JD Race we can turn the nitrous up a bit on the launch. If stock axles can go 10.50s, what can these do? :bglasses:
I think we would sooner get shown the door.:spank: We won't talk about what's under your hood trouble maker........:grin:
Trouble maker? Me? :laugh: My sbc was meant to be temporary but it does have it perks, not the least of which is if I blow it up I can find another one in less than an hour for little more than the cost of a tank of gas The plan was for a 455 and I had been collecting stuff for it for awhile but the LS was always in the back of my mind, then I got my April 2011 Hot Rod magazine in the mail and read this http://www.hotrod.com/techarticles/engine/hrdp_1104_594hp_53l_gen_iii_small_block_for_3252/ I applaud Sean's quest to reinvent the wheel with his twin turbo 350 Buick. One of the coolest things about it is that not many will have one like it, but in my case turbocharging a 5.3 makes so much more sense than a 455. Pretty much like your..........uh..........GM motor :grin:
Keep feeding it more nitrous and power adders and let's see what it takes to blow it up! I'm curious since I went to the NMCA race at Indy and seen camaro's running 7's, 8's, and 9's with turbos. I sure they are dependable because of the light weight internals and solid block design around the cam and lifters. Whats the bore and stroke of that engine? Those stock rods would have to fail with a little more power unless they're built like racing rods. What year is the engine and I will look it up here at the chevy dealer to see what kind of rods are in it.
Down here in AL you dont see many Buicks, I am usally the only one. I have a built Chevy 383 on the stand dyno'ed and ready going into my 55 truck. I should put it in my 69 Lark, but I cant bear the thought of opening the hood and not seeing that distributor in the front jumping out at me. I wish our parts were cheaper and more plentiful.
Take a look at this http://www.hotrod.com/techarticles/hrdp_1109_stock_gm_ls_engine_big_bang_theory/ Realistically, common sense tells us that not all of these engines are going to withstand this kind of abuse, especially repeatedly, but still, one can't deny that it was a pretty good testimonial on how strong they are. I think the beauty of it is that once a person does the swap and the car is all set up for it, if there is a problem there are thousands of these engines readily available in the salvage yards. The best way I've heard it put is that these engines are so good that people aren't blowing them up, but they are still wrecking them so there is a surplus of them available for very reasonable prices. ---------- Post added at 06:53 AM ---------- Previous post was at 06:50 AM ---------- It's the same here in NW Florida. Not many people even know what my car is and a lot of them don't even remember ever seeing one back in the day.
My engine is a 2004 Cadillac Escalade 6.0 Liter Vin code "N". It has powdered metal rods with floating pins. It is a 4" bore with a 3.622 stroke (364 cubic inches). I merely cleaned up the junkyard shortblock and replaced the cam and timing chain. The rest of the shortblock has not been touched other than to paint it. The heads are CNC ported factory castings. You don't have to use me to find the limits of the stock LS motors; plenty have done it already. It seams to be between a 250 to 300 shot on a stock bottom end. And yes, this with stock hypereutectic pistons. However, some have blown theirs up with less nitrous. They key seems to be to keep the nitrous lean and clean and pull a bunch of timing. I am flirting with the idea of going to as much as a 200 shot for one 9 second glory pass. Of course this is what I said about the 125 shot for the 10 second glory pass. But, it exceeded my expectations so much, it made me want to try for single digits.
Straight from the GM manual. Piston and Connecting Rod Assembly The pistons are cast aluminum. The pistons use 2 compression rings and a 3-piece oil control ring assembly. The piston is a low friction, lightweight design with a barrel shaped skirt. All applications use pistons with graphite-coated skirts. The piston pins are chromium steel. First design applications use a piston pin that is floating fit to the piston and press fit to the connecting rod. Second design applications use a pin that is full-floating to both the piston and connecting rod. The connecting rods are powdered metal. The connecting rods are fractured at the connecting rod journal and then machined for the proper clearance. The first design piston, pin, and connecting rod are to be serviced as an assembly.
Couldn't find that. You need to work on that suspension a little to get that front end up. With that much power you should be able to carry a 2 foot wheelie across the 60 foot timmer!
I could put some 90/10s in the front and an anti-roll bar in the back. Right now the suspension is stock with Monroe replacement shocks on all 4 corners, boxed control arms, brace and some big sway bars. If the car did not hook so well, I might have more motivation to upgrade. But, it hooks hard and goes straight and smooth. That may change when I up the progressive.
