![]() "We are doing something a little different on this torque arm, going against the normal length theory. ![]() That's a lot of weight up front." To counteract all of that new weight and horsepower, Sam and Lyons Custom Motorsports had to head back to the drawing board, designing an entirely new torque arm and antiroll bar setup that would help the car get out of the hole. "Unfortunately, the new GMPP LSX is a heavy block, and all-said-and-done we had added over 260 pounds to the front of the car. Of course, some of that spool lies in the Eric Koenig-spec custom camshaft, which Dick says is the heart and soul of this new motor. "We have no problem getting the car to spool, even with the 106mm Precision turbo." In fact, both Dick and Sam told us that the car spools almost too well, which they attribute to the excellent custom turbo system, a great tune up, and the PTC torque converter housed inside the BTE Powerglide transmission. No stranger to this car or its tuning, Sam Daffron was tasked with getting the new combo up and running, using a FAST XFI box and an AMS-1000 boost controller, which went relatively smoothly. Fuel comes from a set of massive 160-pound injectors, which are fed C16 by a pair of Aeromotive Eliminator fuel pumps. Up top, the team used the same GMPP single-plane intake manifold from the old motor, crowned by a FAST throttle body and Wilson intake elbow. With no plans to step down in turbo size anytime soon, Dick, Robbie, and Eric decided to use a set of six-bolt ET Performance 265cc cylinder heads in conjunction with the Diamond pistons to bring total compression to 8.5:1, with a final size of 434 cubic inches. ![]() "I haven't ever met Eric Koenig or talked to him on the phone, but he was a great asset in helping us select parts for this new LSX." Starting with a new GMPP block, Dick Davenport and Robbie Kellerhauls began assembling the new motor, having Rhea Performance and Machine bore it to 4.155-inches before stuffing it with a set of Diamond pistons, which sit atop a Callies rotating assembly. "That was a great motor, and with the help of Sam we ended up running an 88mm turbo and going well into the 5s." So far into the 5s in fact that Dick and Sam teamed up with Tim Lyons of Lyons Custom Motorsports to update the rollcage in the car, going to a full 25.5 spec, expecting to make some big motor changes in the future. Enter Scoggin-Dickey Parts Center, who hooked Dick up with a 402 cubic-inch LS2, topped with a set of Patriot Performance LS6 heads. No one believed it was a stock motor, but I didn't care, I knew what it was." After a while, Dick began searching for more power, eventually ending up with a small 67mm single-turbo setup that ran well, but became the demise of the stock LS1. "The car would run 8.0s in the eighth every pass down the track. "I wanted to build a project with my grandson, but he eventually became more interested in women than cars (Ed - who doesn't?), so I took over the car full time." Not one to waste time, Dick yanked the stock V-6 and replaced it with a stock LS1 from a wrecked Camaro SS backed by a Turbo 350. As a matter of fact, this entire ordeal started life as a very innocent project, one that was supposed to end up in the hands of Dick's grandson. ![]()
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