Building a Nitrous LS3 416 Stroker Short Block - 13.0:1 High Compression
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- čas přidán 20. 09. 2022
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I've never built an engine before, but I've watched a lot of them being built. It was cool to see what to do if something isn't to spec. Like with the thrust bearings, if I said that right and the crank. Instructional videos are awesome, great content.
Thank you!
This channel is gold.
Thank you!
Loving the 416 ls!!
I can’t get enough!!
I want 416 cubes in my supercharged grand sport!
Sick videos!!!
Jacob, I've been catching up since mile runs and your one of the most charasmatic and competent builders. A joy to watch and I am so appreciative of the time you have taken and the insight packed into these treasure shows. I shared them with my friends and they are all in the same opinion. You have something special going on here. Don't ever loose focus on that, you work on it and every single one of us will be there , on edge waiting, on your side and cheering you on. My girl even gets it and understands the mindset at this point and for me that is priceless !
Thank you!
Watched 1 video of how to shim an oil pump... and it was spot on. Been a fan and literally have faith that you guys know what you're doing for sure. Great info and explanations as usual.
Thank you!
I personally dont like my slugs that close to the edge. The centrifical force,centrifugal centripetal( whatever you wanna call it ) is so great on a tungsten plug that they have been known to rip or seperate the counterweight losing press fit and exiting the block at high rates of speed. I've seen people install these on the outer side which you should never do and plug weld them only to eject back out. You want them as close to the edge to be effective at countering weight but be down far enough to be safe, people have different opinions. I personally would rather pay for 2 slugs deeper than one nearer than a 1/4" from the edge. But that's just me, just remember these things come out they can kill somebody.
I watch the SRC channel and billy had that happen to him on a 540
@@davidvonanderseck8649 Its not safe, theres a lot of cranks out there that are ticking time bombs. People that go to these racing events standing on the sidelines up and down the track or on the street during street races, beside the burnout are in a dangerous spot if one lets go. When someones installing a plug they need to think about that. Plugs should be installed parallel to the crank centerline, never horizontal and never close to the edge like this one in this video. The young man in this video is very intelligent and this is the only mistake ive see him make. A lot of good engine builders installed these horizontal for years and with the occasional one coming out we've learned the correct way.
Awesome as usual
Thank you!
Nice seeing young sharp caring guys carry on the tradition
Shay got my attention at about that 8 minute mark talking about 13:1 and no pump gas. After seeing the cam card, looks like this would have dynamic compression around 9:1 (guessing a bit on the .006" numbers based on the .050" IVC) - so should be plenty fine on pump 91/93 octane.
Looks like a nice build - should be a fun street motor!
You can't run pump gas on 13 to 1 compression.
@@davidsharp922 that is not accurate. Static compression alone does not dictate octane demand, that would be based on Dynamic compression which is completely relative to the intake valve close event.
@@andrewcammer2535 we do some 13:1 motors. Not sure about static verse dynamic but they all get c12 race fuel.
Anything less in uncivilized.
@@davidsharp922 I'm not sure I would lean too heavily on advice for octane demand from someone that admits they don't understand the difference between static and dynamic compression. I spec LS and LT combinations for a living. There are a variety of fuels out there, and DCR is the primary influence on octane demand. I set a DCR target based on fuel type and vehicle usage, work out the camshaft for the application, and only then does SCR enter the equation as a tool to bring DCR where it needs to be for the application. I have 13:1 motors out there which run perfectly fine on pump 93 gasoline. In this day of flex fuel it's very common to build a combination that pushes the limits of DCR on pump gas in order to maximize performance on ethanol.
@@andrewcammer2535 well,none of the 13:1 motors we build are running 93 octane fuel. They are all on race gas. Of course these are vehicles that are full race and run the quarter mile in the low 8 second range.
416 strokers 13:1 with all the goodies and 400 plus shots of nitrous.
To each his own.
The truck we are building now has a 421 stroker,13.1 stage 5 cam fully ported and polished heads by hooper heads and has a carburetor on it.
Also has a nitrous express system .
It has arp rod volts,maincap studs,arp head studs and even has arp studs on the rocker arms.
Should be a rock solid motor.
Should exceed 700 horsepower without a problem before the nitrous.
How nitrous shot?
Great video 👍🏻🇦🇺
I would have loved to see how you install the reluctor wheel back on the crank.
Do you weld in the Mallory / tungsten once pressed in? 🤔 those things can fling out the crank, break through the pan, and cause a wreck on the track if not welded
At what point do you guys recommend main-studding the LS3 block? Right now we run a bone stock, LS3 CT525 engine in our drag car and at some point we figure we will up the power, unsure of whether or not we will stroke it or just stay stock crank.. But goal is to make 625+ if we stay stock stroke or over 700 as you mention if going stroker..
What would cause a cylinder wall exercise wear after dyno, a few hundred miles of break in and then 10 passes drag. On fully forged NA 418ci, new stock block LS3? On pump 93. Tune was perfect and on the safe side.
So where's the dyno video? 👀
You can run pump gas. E85 no problem. Run a separate nitrous fuel system with Renegade e112 which is 118octane leaded e85 and spray away
That was my thought exactly. Realistically, even a moderate, very streetable stroker cam (think maybe 246/264 113+4) would put dynamic around 9.1:1, which would be just fine on pump 93 octane. Go with big octane in the stand alone for the spray to give yourself some breathing room, and prosper!
What cylinder head was the customer going to use?
250/262 113+4 is a good daily driver.
Do you build any NA 416s
I got one good question how much would all that cost im just asking because I want to build a 1981 el camino
I see you used the factory main bolts. At what point do you recommend upgrading to ARP main studs?
If this was an engine that was going to be ran 24/7 with a power adder then we would have installed main bolts.
What fuel combo will be best with the 250 shot ?
This engine will run E85 100% of the time.
We use arp mainstude on all stroker motors.
And high performance 6.0 and 6.2 motors when required.
Better safe than sorry.
what happen to rest of the 632 videos
We are currently waiting on head studs to arrive from ARP before we can continue building that monster! Should be here any week now and then that build series will continue.
What’s the website to buy this company’s engine parts?
smedingperformance.com
How much nitrous can a 416 ls3 take? We've been considering a 416 for our next motor but we spray 400-500. We've only every used iron blocks, how do these stock aluminum blocks hold up to thatamount of nitrous?
A stock LS3 block won't hold for long on that much juice on top of a 600hp NA build. Saving the extra 80lbs on the front end difference in block weight isn't worth the chance of this aluminum holding. Stay iron block. LS-Next block is great
How well do these stroker 416 motors handle high rpm abuse? And at what rpm can your safely rev too?
This one will probably see 7700 ish. People usually reach an airflow/camshaft limit before they reach a parts limit.
Reasonable RPM limitations in an LS will only be limited to Valvetrain (within reason, ie. 8500RPM). Solid vs Hydraulic Lifters, proper Valve springs, strong pushrods and stable Rocker Arms.
What about piston speed with the longer stroke?
@@TheKeatyBear 4" Stroke At 7500 RPM the overall average piston speed is 5000 ft/s, more than safe for a built motor with proper hardware and fasteners. The 4" stroke and 6.125" Rod give a ratio of 1.53:1, so again not terrible. It's piston acceleration that is more dangerous if the rod/stroke ratio were to dip too far below 1.5:1 with an avg piston speed of 5000 ft/s or more. Take the Chevy Performance Parts LSX454 as an example. It's limited to 6,500 RPM in it's specs from Chevrolet due to it's UGLY short rod/stroke ratio (4.125" Stroke, 6.0" Rod = 1.45:1 with a 4469 ft/s piston speed) that causes increased piston acceleration, even though it has less avg piston speed than the 416 in question. There is obviously more to it, but these are the broad strokes (no pun intended).
@@joeyjojojr.shabadoo915 excellent explanation. 👌 thank you
interesting that its an alloy block, wouldn't you upgrade to a better block for this kind of thing?
If this were any more agressive we'd have built a dart block.
Why couldn’t you cruise it around on pump 93 and conservative timing?
The timing would have to be turned down excessively which means the horsepower would be greatly reduced as well.
If you can't afford the octane don't build a motor that requires it.
@@davidsharp922 too late, I did. 417ci 13.2:1cr 9.5:1 dynamic on 93 pump gas daily driver. High timing and octane for the weekends
Every LS 416 i have seen makes at least 750 hp NA.
What's the price of that stoker assembly???
Pricing can be viewed at smedingperformance.com
Reminds me of that old saying "if you have to ask"
Would still be nice to know the price of the stoker assembly
@@robertquackenbush5547 just the shortblock would run 5 to 6 k with a brand new block.