Well better late than never I finally got around to uploading some pics of the builds on the Twin Turbo LSX motors we sold a while back here on the forums.I promised everyone i would walk you threw the build so here goes.Heres a shot of the LSX block being bored we register off the main saddles so the bores are 90 degrees to the mains.
Heres the block getting set up to deck we also register the block off the main saddles to cut the decks so they are also straight with the main saddle that way all the deck heights are the same side to side and front to back we also have come up with a special surface finish we like that works really well with the head gaskets we use. [IMG][/IMG]
Here we are honing the block in this pic we like to use the exact head gasket,fasteners,and lube and torque specs that we will use in the Final assembly.The plate you see on the deck is to simulate the distortion the head bolts will put on the bore when its torqued.Over the years weve devolped and multi step finishing process that really gives great leak down numbers.
Last edited by TOM NELSON; 07-30-2009 at 09:02 PM.
Here we are oringing the deck surface of the block we set the depth at a specific height which gives the oring a positive out of the block but not to much that it won't set into the gasket correctly and end up leaking water.
Heres some shots of the Billet Oliver connecting rods we use.These things are beef we order them in the heavy weight version for this engine i prefer the strength over the weight.I've run this rod over 2500 hp with no problems in the ls's Notice the bearing shells we use a bearing that has a very thin overlay of material this provides more fatigue resistance and prevents the bearing from flaking under big power.It has less imbedabilty so it won't take alot of dirt in the oil but some one who owns one of these should no better anyways.
Last edited by TOM NELSON; 07-31-2009 at 06:23 PM.
Heres the piston we use on the build up notice the lower ring land for the top ring also we use a pressure relief groove in the piston to help excess pressure not unload the top ring.Notice the top ring its a special ring weve found the it is extremely flat 3 to 4 times flater than most this helps ring seal it also will hold up under boosted heat normal plasma moly rings will not do the job in a boosted application the moly will end up flaking off under the heat and you will lose ring seal.
Last edited by TOM NELSON; 07-31-2009 at 06:25 PM.
Heres a shot of the mallory slugs we installed in the counter weight to get the crank to spin true.Mallory is much denser and heavier than the 4340 it replaces so it makes the crankshaft heavier in this position which is what we needed for this application
Brian Hobaugh SCCA National Tour June 2014
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Build Pics of Nre's TT LSx's
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If i ever win the lottery im going to buy a NRE turbo motor!
Heres some shots of the Billet Oliver connecting rods we use.These things are beef we order them in the heavy weight version for this engine i prefer the strength over the weight.I've run this rod over 2500 hp with no problems in the ls's Notice the bearing shells we use a bearing that has a very thin overlay of material this provides more fatigue resistance and prevents the bearing from flaking under big power.It has less imbedabilty so it won't take alot of dirt in the oil but some one who owns one of these should no better anyways.
Heres the piston we use on the build up notice the lower ring land for the top ring also we use a pressure relief groove in the piston to help excess pressure not unload the top ring.Notice the top ring its a special ring weve found the it is extremely flat 3 to 4 times flater than most this helps ring seal it also will hold up under boosted heat normal plasma moly rings will not do the job in a boosted application the moly will end up flaking off under the heat and you will lose ring seal.
Another shot of the piston showing the coating on the side skirts
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