James B.

iTrader: (1)

I shot two 0-60+ videos with the new heads and cam today.

http://bertok.us/pics/Brodix-0-60a.mpg
http://bertok.us/pics/Brodix-0-60b.mpg

The hardware differences (major and minor) between the above and the following video are:
- ProTorque 3200RPM 10.5" converter vs. OEM L31/MT1 torque converter
- Hooker Supercomp longtube headers vs. OEM L29 cast iron manifolds
- Brodix Race-Rite oval port aluminum CNC heads (119cc) vs. Stock L29 cast iron heads (119cc)
- Lunati 226/236 .554/.575" @ 114LSA cam vs. OEM L29 204/209 .480/.483" @ 110LSA cam
- Crower Enduro stainless steel 1.7:1 roller rockers vs. OEM stamped steel 1.7:1 rockers
- Magnaflow 59959 spun metallic 3" catalytic converters vs. OEM L31 cats modified to 3"
- Edelbrock aluminum water pump vs. OEM cast iron
- Adjusted shift points

http://bertok.us/pics/454stock0-60.mpg

1slow01Z71

iTrader: (36)

What happened to the Whipple?

jhe2003

iTrader: (7)

for some reason the videos won't load

James B.

iTrader: (1)

The snout broke off the HT383 in November of '07. That was the final blow to the belt issues I was fighting a never-ending battle with at those power levels. I decided at the time to start completely over with a Vortec 454 and picked one up locally for cheap in perfect shape. The L29 bigblock has none of the annoying shortcomings and compromises the old L31 smallblock did. It's a lot more stout, more room for improvement.
The smallblock and its bolt-ons have all been parted out and shipped to new homes.
The first stage was the top end mods listed above, next is a replacement shortblock I'm building from scratch. It's going to be a Siamesed 9.8" deck Bowtie block bored to 4.5" The new crank is a forged Lunati, 4.25" stroke. Pistons are forged Manley 20cc dish with 6.385" Manley H-beam rods. It will be 540CID. I also intend to run this like an LS1 with a 24x reluctor ring and coil per plug driven by a 411 PCM running a 2-BAR COS. The plan right now is for the Brodix heads to go onto the forged shortblock, which doesn't exist yet. The heads a little small (oval ports) for that much displacement, so that's where the boost comes in. (limited in head choices by intake and header compatibility.) The new supercharger "kit" will be designed and built entirely from scratch, driven by a dedicated belt surrounding the dampener as close to the timing cover as possible. It will be a 3.4L Whipple with the largest air-to-water intercooler I can fit under the hood without modification to the hood. The same type I used for the smallblock looks like it will work, sitting right on the manifold turned sideways.
I'm in no hurry, I take my time with these projects.

Thanks

GMCtrk

iTrader: (27)

Damn James, you are getting serious there!

You think the 4l80e will be up to the task?

James B.

iTrader: (1)

I expect to have problems getting the 4L80-E to survive. It's not the horsepower I'm concerned with (will only be just over 900) it's the torque at 1300+ft/lbs.
If it breaks I'll put in all the billet parts that are available and recalibrate the valvebody to shift a lot lazier than it does now. I'm unwilling to have a combination I'm afraid to rhomp on - it has to be solid, no matter what the cost!

Stoichiometric

iTrader: (10)

Sounds like a helluv a build up. Are you planning to 10 rib the blower? I feel sorry for your tires already.

James B.

iTrader: (1)

ATI makes a 10-rib neutral-balance dampener. It won't work with the 454 crankshaft due the external counterweight required. It will work on the internally-balanced Lunati forged crank going into the 540. (I've already got that crank here waiting.) This balancer is ultra-expensive unfortunately and would require spacers behind the accessory brackets.
Another option is a steel 8-rib pulley I already have. This would be welded to the back of the stock pulley and then balanced. It's 7.5" diameter would fit around a smaller aftermarket balancer. The water pump can be spaced forward enough to clear the belt running between the timing cover and water pump. That option is realistic if an 8-rib would hold a 3.4L blower. I'm thinking such a large compressor will need 10-rib drive.

454navyss

iTrader: (46)

runs good for a tahoe, why did you go with such a small cam though? i thought my 248 @.050 with a 610 lift was small...

James B.

iTrader: (1)

248?!? No kidding? Wow. I went with a smallish cam because I didn't want to draw too much attention and wanted a reasonable idle. I've got it idling at 750 right now and it's very mild.
This cam is too small for the 540, I'll be choosing one with more duration for that. Lunati has a series of Gen-VI BBC roller cams with 114LSA that should work with the supercharger.
Check these out...
http://www.lunatipower.com/ProductGr...?id=261&cid=57

I've also considering doing solid rollers on the 540 since the bottom end will support so much more RPM. The rods I've got are rated to 8000 so I would think a 7000RPM fuel cut-off would be reasonable to expect with solid rollers. Any thoughts on solid roller?