3.622" Crank Off-Set Ground + 6L Block = 383 cu.in. LS Dyno Test!
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- Опубліковано 20 жов 2024
- Join Steven Shumey of CE Performance Crate Engines and the unique and newly built 383 cubic inch LS crate engine at Richmond Engines for another dyno session! Our first video for this build can be seen here:
This 383 cu.in. LS engine was created by off-set grinding the journals of a stock 3.622" crankshaft, with the result of a 3.742" stroke crankshaft. The block - a 4.030" bore 6.0L - making a unique 383 cubic inch LS crate engine!
View the 383 LS build video here: • 383 LS Build: Off-Set ...
(383 cu.in. LS) LS Rocker Upgrade Simplified: • LS Rocker Bearing Upgr...
Good times! 🙂
Is it the ignition system that is drawing so much current that it's shutting down on low voltage? Sounds healthy!
Ya it was quite the fight that day on the Dyno. What was happening was the charging system voltage kept dropping below 12v. The moment it hit 11.9 the MSD would drop out and it would cause a massive boom in the exhaust!! The fix turned out to be running the electric fuel pump off another source and a new larger MSD ignition supply right from the generator. After that was fixed it pulled nice and clean north of 7000.
The same day we dyno’d our 349 short stroke “LS8” we call it, and cranked it up to 8000. That was exciting seeing our pump gas street engine make
1.89 HP/cube.
Are the journals now Honda or SBC-Small ? Either way, this thing is interesting.
Thank you for commenting. It’s now small journal SBC like a 283 or early 327.
The Honda journal is another option I’m going to do as well. The rods are kinda pricey though. This first one was an attempt to build an LS Stroker on a budget :)
@@ceperformance Did you guys have to do any significant lateral clearance work on the big ends of the SBC rods due to the offset ? or were you able to just throw them on the journals and let the piston/pin take care of the offset ?
@@joeyjojojr.shabadoo915
There was no issues besides the first piston/rod combo I thought would work. Initially I had another piston compression height in mind and I wanted to use with 6” long rods, mainly because the pistons were stock and the rods were fairly cheap. The issue I soon found was inadequate clearance from the bottom of #8 piston and the tone ring on the back of the crankshaft! Had to abandon that idea and re-evaluate :)
The 6.25” rods worked out obviously with using pistons from Icon part number ic9991-030
I found rod bearings from King Engine Bearings that are designed for using large journal rods on a small journal crankshaft. Therefore the rods I used are actually large journal 6.25” i-beam from Eagle.
@@ceperformance I would like to crack a GM Crate LSx454 open because somehow GM are able to run a 6.0" connecting rod and still clear whatever relluctor wheel that is on that 4.125" crankshaft, as they built it using a standard deck height block. Terrible rod/stroke ratio (in the 1.4-ish range), which is why it's only rated to turn 6k MAX, as that piston must be SCREAMING in terms of speed, but with the math, the CH of the piston is literally THE SAME as the factory LS7 piston (1.173-1.175) just being 4.185" vs 4.125". I want to know what wheel they are using, unless the 4.185 piston's skirts are so dangerously short that they clear due to that alone and any more than 6k RPM would flip the pistons in their bores...lol
@@joeyjojojr.shabadoo915
Ya those 454 crate engines are a bit different. They use an odd piston set with small diameter wrist pins too in order to make room for the rings above the pin bores. Very short skirts!
They really should be building them with a tall deck block in my opinion. Longer rods, more compression height and longer skirts would be beneficial I think.
That’s what I did with the 468 LSX I just completed. Did you see that build?