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LS Engine Specialist.
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Discussion Starter #1 (Edited)
Hey guys, been a long time since I posted anything so I figured I'd come back and share a wealth of info with you guys that I've picked up, and also get some info up for you guys of my L76 LSX-R build.

As of right now the engine is out of my G8 and on a stand here in my shop.

It's receiving:

Callies Compstar 4340, 3.622" stroke crank,

Callies Compstar H Beams.

Wiseco Superlite flat top pistons with valve reliefs. (10.8:1 CR)

Clevite H-Series Coated rod and main bearings.

Comp 227/239 .613 .623 115+3 cam.

Katech Timing Chain.

JWH sway bearing cam gear.

GM Ported HV Oil Pump.

GMPP LS3 Ported and polished cylinder heads. (70cc Combustion Chambers)

Zr1 7 Layer MLS headgaskets.

ARP Head studs.

Lunati dual .660 lift springs.

Yank SC 2800 stall.

Comp Sustained High RPM Link Bar Lifters.

7.400 Manley Ultra Pushrods.

And to top it all off an MP 1900 Maggie.

Now before you guys flame me about the Maggie not being bigger, it's because I ran out of money, but I'm trying something that I think very few have yet. I spent four days with a friend of mine, and we turned the supercharger upside down and began hand porting and polishing the whole damn thing using just a rotozip, carbide tipped bits, 100, 150, 360, 420 grit sandpaper, and the gaskets to port match the intake holes. The Maggie currently has a 2.8" pulley equipped, and I expect to lose boost but gain airflow.

Besides the huge cam and Magnacharger, it's also receiving a set of Doug Thorley Long tubes, with no cats, and my stock throttle body that my friend and I bored, ported, polished, and swirled to promote air direction into the compressing rotors.

As for the TB and fuel rails, I painted them an anodized Red with Duplicolor Metalcast.

After all is said and done I will be doing the tuning. Here in a bit though I'm going to go take more pictures and stick the cam in the block. :D

For now, thanks for reading and make requests for what all pictures you guys wanna see. :)

-Robbie.
 

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:) Nice! Can't wait for pictures!
 

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Pictures of everything would be nice. JK, I know its a pain to take a photo after every move.
 

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Daaamn!! Can't wait for pics of the build and video when completed!
 

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Sounds like you will be driving one heck of a beast!
 

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This is gonna be so sweet. Anybody have any estimates on HP numbers? How many lbs. of boost do you think you'll be loosing with the smoother inlet?
 

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LS Engine Specialist.
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1,193 Posts
Discussion Starter #9
Thanks guys!

Enjoy these



The Baby.



Build Book.



Supercharger Manifold.



Car without an engine, and the Kart is for sale.



Painted TB, I'll take pictures of the porting job later.



Block with pistons and rods awaiting the Callies Crank.



Cranks in! Doing mains and rods, yawn.



Painted fuel rails?



Stock versus Yank.



Installed converter the easy/hard way.
 

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LS Engine Specialist.
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1,193 Posts
Discussion Starter #10


Windage tray and pickup tube.



Me doing the cam, pardon the facial expression.



All the way in!



JWH Timing gear, Katech chain, and poted pump.



And this is where I'm currently at on the motor build. (A friend doing the oil pan and front cover bolts.)
 

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LS Engine Specialist.
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1,193 Posts
Discussion Starter #11 (Edited)
This is gonna be so sweet. Anybody have any estimates on HP numbers? How many lbs. of boost do you think you'll be loosing with the smoother inlet?
Most likely 2 psi, but should pick up enough Volumetric Airflow to gain roughly 20-40 horsepower.

Considering I made 601 on a Dynojet with my previous setup, and a small cam, I think 660RWHP+ is doable, maybe more, but probably less. My equation figuring an intake to exhaust ratio may be way off on a standard dispacement engine. The Doug Thorley's have 1 3/4" primaries and 2 1/2" collectors, opposed to some Kooks or ARH's, which have 1 7/8" primaries and 3" collectors. However I didn't want my boost on top to completely take a dump so I opted for the more restrictive headers on the exhaust side and going catless through an X Pipe to whack off the rear mufflers, or go with a Solo plus J Pipe to retain some sort of back-pressure and keep the cam and computer happy and produce enough vacuum to operate the brakes correctly.

Besides that I can't make up my mind on what to do with the PCV setup.
 

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I thought from the first line it was a LSX?... it doesnt look like a LSX??... is it?...

so your staying with 10.8:1 compression?... lower and add boost?...

good luck and enjoy!!! looking good!!!
 

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go PCVless.... :)
 

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LS Engine Specialist.
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Discussion Starter #14
I thought from the first line it was a LSX?... it doesnt look like a LSX??... is it?...

so your staying with 10.8:1 compression?... lower and add boost?...

good luck and enjoy!!! looking good!!!
Oh, my bad, no it's a standard L76, but in classification it is still an LSX based block.

If I were talking about the iron LSX 6 bolt block, I would have said LSX-Bowtie block :D
 

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LS Engine Specialist.
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Discussion Starter #15
I thought from the first line it was a LSX?... it doesnt look like a LSX??... is it?...

so your staying with 10.8:1 compression?... lower and add boost?...

good luck and enjoy!!! looking good!!!
Also, yes I elected for 10.8:1 for a reason. About 6 months ago I built a 415 C.I. LS3 at 10.3:1 with heads nearly identical to mine, and an MP 2300 Magnacharger for my dads Silverado. It produced 832 crank horsepower and 799 lb-ft of torque with no Methanol and 19 degrees of timing on pump gas! So on my setup I decided to bump the compression farther and then shove boost on top of it to produce as much power as possible while keeping a smooth continuous power band up to 6600 RPM, where I spec'ed my cam to quit at. I spent alot of time doing research on this puppy :D
 

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LS Engine Specialist.
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1,193 Posts
Discussion Starter #18
Thanks all! I'm gonna look into doing it that way (PCVless) and as of right now I'm waiting on my springs which are Lunati dual .660 gold series, (I changed my mind from the Patriots due to some of the reviews that I have read.) and Comp Link Bar lifters. After that I can slap the heads and valvetraim componetry on it, paint the valve covers, and proceed to stuff the motor back into the car. The last thing to go on will be the Magnacharger. I'm also thinking about removing the EVAP setup on it and tuning out the codes.
 

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Cannot wait to see the numbers, show us what that 1900 can do...have you thought about doing a different size rear pulley instead of the small front pulley to make more boost but keep from belt slippage? Also what are you doing about fuel
 
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