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540CI, 1,570HP, Big-Block Twin-Turbo Chevy
Lingenfelter Performance Engineering, Decatur, IN
This whole package revolves around a big engine compartment, like in a '91 Chevy SS 454 pickup. Originally, Lingenfelter Performance Engineering (LPE) built a normally aspirated 630hp 540 for this truck, but that turned out to be a little too tame. So the engine came out for a little R&R (rebuild and reinvigoration) and then LPE began by stuffing a pair of giant hair dryers, two water-cooled aftercoolers, a bunch of other radiators to control all this heat, and 16 injectors on a custom sheetmetal manifold to create this Dr. Jekyll engine for the Mr. Hyde truck. Customer Jack Spratt is the motivating force behind this project, but the wizards at LPE are strictly responsible for the horsepower. After stuffing turbos in C5 and C6 Corvettes for years, LPE knows a little about how to make power. This was almost too easy starting with a 540ci Rat, but the huge Garrett pinwheels are the true movers and shakers. This beast also makes a mere 1,490 lb-ft at 4,900 rpm. That might be why LPE's resident engineer, Jason Haines, says the truck is at the chassis shop right now getting a new rear suspension. You think?
A. Transmitting Power
LPE spec'd a billet 2,600-rpm Yank torque converter connected to a factory 4L85E automatic. All that's left to say is: 1,490 lb-ft. Any questions?
B. Sheetmetal Magic
Hogan built the sheetmetal manifold that houses a pair of 75mm throttle bodies as well as a total of 16 Siemens 60 lb/hr fuel injectors plumbed in two separate fuel rails. While currently communized, the John Meaney-built BigStuff3 computer can seamlessly sequence from 8 to 16 injectors as the boost climbs. The truck is equipped with a basic Bosch fuel pump for normal street driving up to around 500 hp. That's when the giant Weldon pump kicks in that is plumbed with a separate fuel delivery system. The eventual plan is to plumb the Weldon pump with a small fuel cell containing C-16 race gas that will feed the second set of injectors for a max-boost, max-power effort. But when you can make 1,100 hp on pump gas, how much more power do you need?
C. Heads
For those who care about such things, here is a minishocker for you. Instead of monster rectangle-port heads, LPE chose a set of Brodix oval-port heads with Inconel exhaust valves to handle the ridiculous 1,500-degree-F exhaust temps that regularly occur with max-effort turbo motors.
D. Turbo Envy
Those giant aluminum scrolls are nothing less than a pair of Garrett GT42RS turbochargers that are capable of moving enough air to make the current 25 psi while simultaneously causing a localized tropical depression. What's even more intriguing is the small, black hose that feeds engine coolant around the center roller bearing housing that cools the bearing and prevents coking.
E. Real Estate Management
As we said, Dr. Jeckyll here will hide beneath a Chevy pickup engine compartment, which is necessary to fit all the turbo accoutrements. These twin water-to-air aftercoolers use Precision Turbo cores with custom-fabbed cases that LPE carefully constructed to fit within the confines of the truck engine compartment while still leaving room for a Griffin engine radiator, as well as Setrab engine oil, a trans, and a cooler for the water used for the liquid-to-air aftercoolers. Say that three times quickly. It'll make your tongue fall off.
F. Electric Load Management
Managing all that horsepower wasn't the only challenge LPE faced with this truck. Twin electric fuel pumps, cooling fans, an aftercooler water pump, and all the normal current demands from a late-model vehicle created a huge drain on the stock charging system. LPE finally solved the issue with an equally massive 140-amp GM truck alternator, which LPE had to overdrive with a smaller pulley. March supplied a custom pulley for the power steering, and once the engine is in the truck, LPE will also add an overdriven water pump pulley to increase the coolant speed through the engine.
G. Short-Block Foundation
LPE machined the Bow Tie block and added billet main caps and ARP studs to snuggle up to the Callies steel 4.250-inch stroke crank, while nothing-but-the-best Oliver 6.385-inch rods swing a set of dished JE pistons to create an 8.2:1 static compression ratio. The owner desired tractable part-throttle operation, so LPE spec'd a custom Comp hydraulic roller grind with 242/242 degrees of duration at 0.050 with a 0.566-inch lift that minimizes overlap with a factory-like 119.5-degree lobe-separation angle.
Read more: http://www.carcraft.com/featuredvehicle ... z1shdzG0xV
http://www.squirrelpf.com/turbocalc/
540CI, 1,570HP, Big-Block Twin-Turbo Chevy
Lingenfelter Performance Engineering, Decatur, IN
This whole package revolves around a big engine compartment, like in a '91 Chevy SS 454 pickup. Originally, Lingenfelter Performance Engineering (LPE) built a normally aspirated 630hp 540 for this truck, but that turned out to be a little too tame. So the engine came out for a little R&R (rebuild and reinvigoration) and then LPE began by stuffing a pair of giant hair dryers, two water-cooled aftercoolers, a bunch of other radiators to control all this heat, and 16 injectors on a custom sheetmetal manifold to create this Dr. Jekyll engine for the Mr. Hyde truck. Customer Jack Spratt is the motivating force behind this project, but the wizards at LPE are strictly responsible for the horsepower. After stuffing turbos in C5 and C6 Corvettes for years, LPE knows a little about how to make power. This was almost too easy starting with a 540ci Rat, but the huge Garrett pinwheels are the true movers and shakers. This beast also makes a mere 1,490 lb-ft at 4,900 rpm. That might be why LPE's resident engineer, Jason Haines, says the truck is at the chassis shop right now getting a new rear suspension. You think?
A. Transmitting Power
LPE spec'd a billet 2,600-rpm Yank torque converter connected to a factory 4L85E automatic. All that's left to say is: 1,490 lb-ft. Any questions?
B. Sheetmetal Magic
Hogan built the sheetmetal manifold that houses a pair of 75mm throttle bodies as well as a total of 16 Siemens 60 lb/hr fuel injectors plumbed in two separate fuel rails. While currently communized, the John Meaney-built BigStuff3 computer can seamlessly sequence from 8 to 16 injectors as the boost climbs. The truck is equipped with a basic Bosch fuel pump for normal street driving up to around 500 hp. That's when the giant Weldon pump kicks in that is plumbed with a separate fuel delivery system. The eventual plan is to plumb the Weldon pump with a small fuel cell containing C-16 race gas that will feed the second set of injectors for a max-boost, max-power effort. But when you can make 1,100 hp on pump gas, how much more power do you need?
C. Heads
For those who care about such things, here is a minishocker for you. Instead of monster rectangle-port heads, LPE chose a set of Brodix oval-port heads with Inconel exhaust valves to handle the ridiculous 1,500-degree-F exhaust temps that regularly occur with max-effort turbo motors.
D. Turbo Envy
Those giant aluminum scrolls are nothing less than a pair of Garrett GT42RS turbochargers that are capable of moving enough air to make the current 25 psi while simultaneously causing a localized tropical depression. What's even more intriguing is the small, black hose that feeds engine coolant around the center roller bearing housing that cools the bearing and prevents coking.
E. Real Estate Management
As we said, Dr. Jeckyll here will hide beneath a Chevy pickup engine compartment, which is necessary to fit all the turbo accoutrements. These twin water-to-air aftercoolers use Precision Turbo cores with custom-fabbed cases that LPE carefully constructed to fit within the confines of the truck engine compartment while still leaving room for a Griffin engine radiator, as well as Setrab engine oil, a trans, and a cooler for the water used for the liquid-to-air aftercoolers. Say that three times quickly. It'll make your tongue fall off.
F. Electric Load Management
Managing all that horsepower wasn't the only challenge LPE faced with this truck. Twin electric fuel pumps, cooling fans, an aftercooler water pump, and all the normal current demands from a late-model vehicle created a huge drain on the stock charging system. LPE finally solved the issue with an equally massive 140-amp GM truck alternator, which LPE had to overdrive with a smaller pulley. March supplied a custom pulley for the power steering, and once the engine is in the truck, LPE will also add an overdriven water pump pulley to increase the coolant speed through the engine.
G. Short-Block Foundation
LPE machined the Bow Tie block and added billet main caps and ARP studs to snuggle up to the Callies steel 4.250-inch stroke crank, while nothing-but-the-best Oliver 6.385-inch rods swing a set of dished JE pistons to create an 8.2:1 static compression ratio. The owner desired tractable part-throttle operation, so LPE spec'd a custom Comp hydraulic roller grind with 242/242 degrees of duration at 0.050 with a 0.566-inch lift that minimizes overlap with a factory-like 119.5-degree lobe-separation angle.
Read more: http://www.carcraft.com/featuredvehicle ... z1shdzG0xV
ART 10.2 DECK 4.5 BORE BILLET SPLAYED CAP BLOCK