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Discussion Starter · #1 · (Edited)
Anyone heard of Richard Holdener? This guy is making huge power with SBE LS engines.

Engine Masters: Season 3; episode 37 his junkyard engine made over 1,600 hp without failure.

I will go out on a limb and say the LSA is likely capable of this. Thoughts?
 

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LSA block won’t hold 1600 hp for long, perhaps an iron block LS will.


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He's got LOTS of awesome YouTube videos. I saw him on an episode of Engine Masters and then went and found his YouTube channel.
 

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LSA block won’t hold 1600 hp for long, perhaps an iron block LS will.


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Very Doubtful.. . . .
Maybe Once, Maybe Twice, but not for long under full throttle.:eek:

I don't understand why some want to believe that a block, such as
the LS3, which safely made ~400 fwHP, was replaced by GM for
Supercharged applications and warranted for 556 fwHP with
the LSA Block.

As some desired to make more fwHP, they then built the
GM Iron Block lsX, which is warranted for 900 fwHP.

What don't these people understand about the word 'NO'. . . .

No, none of the factory blocks are good for extended use
at 1600 fwHP. If they were, why would GM bother to invest
in the tooling required for a newer and improved block at
each of those fwHP levels. . . .

The GM Iron Block lsX, according to some at GM, has seen
racing service at ~1500 fwHP and survived after GM corrected
for some core shifting issues with the first few casting runs.

The issue of an ~ 100 lb weight issue, is mostly relative to
people who are going to run weekly, or monthly drag race
events, can't get their tire to 'Stick', because they don't or
can't sufficiently modify their Street Strip cars they daily
drive in order to guarantee sufficient weight transfer to
the rear tires, when they plant the loud pedal to the floor.

This all has to happen 'Instantaneously' within the time
period of maybe 1.0 to 2.0 tire revolutions.

If not, severe tire spin will occur.

Those that can, you see a car capable of applying
~1000 fwHP to the track, and running low nines to
high eights, with the wheels 'Held Up'.

The front tires are not just 'Jerked Up', but held up
because of engine torque, which has now been
transferred to the entire 3rd member, whereby that
torque has now been made useful in shifting the
weight of the car to the rear tires, via the rotation
of the 3rd member, caused by the pinion gear
attempting to climb up on the ring gear.

Cheers,
RD
 

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-Continuing on from the post I made above-

I attempted to locate a video of a pinion gear riding up on a ring gear, but could not.

Here is a 4*link picture that kind of depicts what is required;
What is the 'Forcing Function' that makes a 4-link work. . .

The pinion gear wants to climb the ring gear when you hit the gas pedal.

This causes the entire 3rd member to rotate upwards at the front, where
the U-Joint connects to the pinion flange.

So the top bar is pulling, while the bottom bar is pushing. . . .

When your car is heavy in the front and / or tire limited,
the length and angle of the top bar, relative to the bottom
bar, is set so that the maximum torque is applied to 'Pull'
via the top bar, while the angle and length of the bottom
bar are attempting to 'Drive' the chassis into the track.

Again, that all needs occur instantaneously. . .

150190


Cheers,
RD
 
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