Slalom, Thanks! The C4 weight reduction project has been fun but also challenging. The challenges come from me getting some crazy idea and changing directions about 3 or 4 times during the project. I had actually wanted to do a solid bolt in 9 inch rear for the C4's and had planned to use my C4 as a test. I met with some key people at PRI in Orlando this past year about the project. The concept is still a good one and the design I would use hasn't been done yet so it still could happen in the future once I get my other projects cleared out.
Quote:
Originally Posted by Slalom4me
Yes, but then there'd be no element of surprise.
Thanks for taking the time to elaborate, NitrousSam. I've enjoyed your
many contributions about C4 weight loss.
My vote is that the convention springs from denoting the LS1, LS6, LS2
LS7, LS3 and LS9 generically as LSx engines. There are differences,
but I think of these models as being based on the same core
technology and I refer to them generally using the term LSx in the
same way that I refer to the LT1 & LT4 models generally as LTx.
World Products kind of muddied the waters when they introduced their
aftermarket LS7X Warhawk block - people seem to mean this block
when they write LSX. Very nice addition to the family, though.
My vote is that the convention springs from denoting the LS1, LS6, LS2
LS7, LS3 and LS9 generically as LSx engines. There are differences,
but I think of these models as being based on the same core
technology and I refer to them generally using the term LSx in the
same way that I refer to the LT1 & LT4 models generally as LTx.
World Products kind of muddied the waters when they introduced their
aftermarket LS7X Warhawk block - people seem to mean this block
when they write LSX. Very nice addition to the family, though.
.
and GMPP also introduced the LSX iron block which is a big bore block for 427-454 builds.
The block architecture is the same, heads, cranks, etc swap given the heads fit on the bore and the heads have the intake port shape as the intake.
Thanks for taking the time to elaborate, NitrousSam. I've enjoyed your
many contributions about C4 weight loss.
.
I disagree a LS7 top end can turn 600+rwhp. I doubt most would expect that when they see a plastic intake LS motor sitting there. IMO it would be more stealth than a tall deck SBC with a Hogan efi intake sitting on top.
I realize this is an old thread, but I just purchased a new GMPP Gen 3 LSX block, and want to know how big I can make it and safely run 20 PSI of boost when needed.
Location: Laurel, Being without a vette Sucks! Maryland
Quote:
Originally Posted by Slalom4me
What does one do to conceal the intake runners that are big enough to
pass a fist through, the valve covers, header primaries, 2"+ carb spacer
and the Flushmaster Supreme typically mounted on top of big displacement
small blocks?
My vote is that not even the rubes would fail to notice that something
is amiss if a person tried to pass one of these off as just another 406.
Corvette Store
and GMPP also introduced the LSX iron block which is a big bore block for 427-454 builds.
