How to Bolt a Traditional 671 Blower to Your Modern LS Engine
Chevrolet all but reinvented small-block performance with the introduction of the LS engine family. A potent and worthy successor to the original small-block, the LS has proven its power potential time and time again. The one possible complaint about the LS was that the factory fuel-injected combinations left out the early carbureted contingent, after all, the LS quickly became the swap candidate for trucks, street rods, and early muscle cars (and everything else). Companies like Edelbrock, Holley, and MSD soon stepped in to provide both carbureted intake manifolds and ignition controllers to allow the carburetor crowd to take advantage of everything the LS had to offer. This test is for those who have an even greater need for old-school speed, as we apply boost to a carbureted combo. Nothing screams performance like a big 6-71 supercharger sticking out of the hood. As we found out, adding a dual-quad 6-71 supercharger to the already efficient LS made not only an impressive visual statement, but plenty of power as well.
1,000 HP Streetable Turbo Engine
A few years ago, our sister magazine Muscle Mustangs & Fast Fords covered the buildup and dyno test of a 347ci small-block with off-the-shelf parts, street-oriented cam timing, and a carburetor, and the crowning touch was a CSX Racing twin-turbo setup. The results were less than expected due to a few factors, so in this story, we will fix those ailments and develop more power in a more controllable package. While this engine is on the wild side for most Mustang Monthly readers, some of our readers love hearing about turbo engines. This small-block is right at home between the shock towers of a street or strip Mustang. Let’s take a look at how to build and tune one of these beauties, so you can be the new hero at your next Mustang show. Oh, and also, blow the doors off of most any car you’ll come across on the street!
A Cool G Part Deux - Our 383 LS Gets Boost And Makes Over 1000 Horsepower For The Street
Back in part 1 we introduced Bangshifters to our Cool G 383 build up. What started out as a simple, iron-block 5.3L was quickly transformed into a 383 stroker by combining a forged steel crank (4.0-inch stroke) and 6.125-inch rods from Speedmaster with a set of JE forged, flat-top pistons. To that short block we added a Crane hydraulic roller cam that offered .624 lift, a 232/240-degree duration split and 113-degree lsa. We then topped off the stout short block with a set of CNC-ported TFS Gen X 225 heads and a Holley Mid Ram induction system. The unique intake system could be run a number of different ways but we chose the single throttle-body/EFI route. Back in part 1 we assembled the motor using ARP head studs and Fel Pro MLS head gaskets then ran the normally aspirated combo using a Holley Dominator EFI system. Taking the ever-foolish, more-is-better approach, we decided on a lofty goal of no less than 1,000 hp (a Cool G). In normally aspirated trim, the 383 produced 517 hp and 483 lb-ft of torque on the SuperFlow 902 at Westech Performance Group, getting us more than half way there.
Swapping Parts On A 383 Stroker To Shift The Torque Curve
From a simple math standpoint, making more horsepower requires nothing more than shifting torque production higher in the rev range. It is also possible to simply produce more torque in the same rpm, but with any given displacement, additional torque becomes more and more difficult.
Dyno Testing CXRacing's Twin-Turbo System - PSIchotic Stroker
What constitutes a cool engine build? High-boost, twin turbos, sick power—check, check, check. You can add big-inch, stroker short-blocks, wild cams, high-rise intakes and free-flowing cylinder heads, too. Lesser magazines might be satisfied with any one of these, but that's not how we do it at MM&FF.