[parish8]

I see Texas speed has a stock block 376, stock block 416, darton sleeve 376, darton sleeve 416. Then there is the rod and piston drop in option.

Does anyone have a clue which set up will handle the most power?

Is one set up good for 1200 while another can take 1500hp or do they all fail at around the same point due to the block or heads lifting?

[SS Camaro Freak]

Darton Sleeved 376!.

[Perdieu]

Sleeved 376 would be my choice should handle close to 1500 if you use all the good stuff

[parish8]

Originally Posted by Perdieu

Sleeved 376 would be my choice should handle close to 1500 if you use all the good stuff

For comparison sake what will the drop in rod and piston set up handle?

[Perdieu]

Originally Posted by parish8

For comparison sake what will the drop in rod and piston set up handle?

I was told the stock crank was good to 1100-1200 ish which is good for what I want.

[toohighpsi]

I was struggling with this myself, the Camaro will run at Camaro Fest and Car Craft Nationals over the next two weeks, and if the doesn't come apart there it will be apart for the month of august to get heads, cam, exhaust, along with pistons and rods. But, if it's already that far apart, it's pretty tough to turn down a couple more cubes - at lease that's what I'm thinking.

Since the 9 second pass on stock parts is already notched in the car's belt, time to look for 8s later this summer.

[parish8]

I asked the same question on the corvette forum. So far only one reply. https://www.corvetteforum.com/forums...ml?styleid=139

He is saying the limit is the 4 bolt heads staying sealed up. If this is true wouldn't a 416 have more power for a given amount of cylinder pressure? More leverage with the same amount of force.

I have the option to work on the back of th car over the winter and wait a year to build a motor but I doubt they will have anything like a 6 bolt block by then.

[jessrayo]

I don't think the darton sleeve is really going to make a difference. All I have heard about is piston, valve train, rod and bearing failures at horsepower extremes with the LT1/LT4.

I have had nightmares with head gasket and head failures on my LSA/LSX motors (three blown motors over 1200 whp) but no one seems to have these on the new motors. Of course fuel has always limited the power extremes on these new engines.

This is basicially the engine I'm having built for my 16 twin turbo SS... https://www.latemodelengines.com/ind...fi-lb-111.html

These guys at LME have done really good work and have not been responsible for anything that has failed on me in the past. They are kind of pricey but like to do the "best max effort" kind of applications.

[ShizzySupra]

4 bolt heads are going to be the bigger issue as opposed to the crank. It also depends on a lot of other factors too.

[jessrayo]

Originally Posted by ShizzySupra

4 bolt heads are going to be the bigger issue as opposed to the crank. It also depends on a lot of other factors too.

I specifically asked about head gasket problems because I ruined 2 ERL LSA motors (both with 6 bolt heads) due to head gasket failures in my '13 ZL1. This engine is now a LSX iron block with O rings and copper gaskets.

LME is saying the GM design of the LT1/LT4 is handling well over 1000 hp without any head gasket failures reported to date on stock head bolt configuration.... I don't know of anyone breaking a stock crank but the builders feel the rigidity of the crank (or lack of it) contributes significantly to bearing failures. The crank won't break but its inherit flex at maximal power application will destroy the bearings. That is why you upgrade the crank.

[ShizzySupra]

Yup. Very rare that you will snap the crank, it will flex. Nice to hear we haven't had to many issues with the heads though.

Originally Posted by jessrayo

I specifically asked about head gasket problems because I ruined 2 ERL LSA motors (both with 6 bolt heads) due to head gasket failures in my '13 ZL1. This engine is now a LSX iron block with O rings and copper gaskets.

LME is saying the GM design of the LT1/LT4 is handling well over 1000 hp without any head gasket failures reported to date on stock head bolt configuration.... I don't know of anyone breaking a stock crank but the builders feel the rigidity of the crank (or lack of it) contributes significantly to bearing failures. The crank won't break but its inherit flex at maximal power application will destroy the bearings. That is why you upgrade the crank.

[Walt88]

Does anyone know if the Darton sleeves either interfere with the oil squirters and if they come back far enough to fully support the piston skirt with a 4 inch stroke?