rj1031

The great thing having your own proprietary billet block is that A/M/S customers can either have a water jacketed block or not (methanol). The billet properties are more forgiving in detonation and load especially when pushed beyond. Also, less flex and vibration. But it's expensive. In the domestic world, Kieth Black offers the strongest cast aluminum block and it's proven that is also stronger than other billet/forged manufacturers. Unfortunately, he doesn't do imports.

Mr. Duhawks is the master of the "hit", imho. He should drive Mr. Helms car unless his R8 will get the X in there before TI. Btw, what I really want to see is an Aventador X version. Will there be a light at the end of the tunnel on that set-up? Anyhow, good stuff and great competition. Should be a good year!

M2K Motorsports 3.5 inch exhaust system start-up and a few little revs. Here's the video clip.

WOT, anti-lag and air-shifted combination seems to be the icing on the cake on the "X" package with E-gear equipped cars. This upgrade should be also a no brainer for many who have the 2R set-up (E-geared cars).

###### Motorsports have the capacity to expand their product to other cars not just bad ass Supras. They are very reputable shop and highly respected. They have motors (2JZ) that have seen 90 psi of boost on methanol and make 2500+ hp out of a stock cast OEM reinforced (cemented) block and head. Personally, I would stick with UGR if I'm going with a GTT. Yes, ###### is relatively new to the GTT world but I won't discredit or judge them.

That speedometer was no joke! Congrats! Great way to start 2015!

Sorry but it's factory rear end and TRD differential.

Saad Saad has a real legit 6-Speed Supra that I witnessed in person pegged the dyno at 1500 rwhp back in 2007 and he backed it up at the track as you can see from the video. I think the platform is the closest to a real drag car from the factory. The engine, trans and rear-end is pretty much bulletproof from the factory. Here's the 7 sec. run by SW's 6-Speed Supra (Streetking): I apologize for re-directing this thread.

I would love to see a real drag car with Gallardo/R8 V10 TT "X' Version engine combined with Liberty Gear's clutchless trans and pro-mod double railed chassis from Bickel/RJ/RCBC. Now that is money well spent. Question is what body should be used?

Here's the video off Bob Helm's SL going 233.88 mph from today. Click here.

Bob Helm's car?

Congratulations, Sir! Enjoy and be well!

Your point absolutely taken. The silver lining on this besides the cost is there's horsepower to be gained. I think the NA head can breathe more when the bottom-end is capable to rev further. A lot of work to be done especially on the head. I'm getting one soon. I'm hoping we'll get an extra flow with good volume and great velocity. Can't wait to see the chambers! We might do the head first and slap it in. The bottom-end can wait and it's the least thing to tackle but we may need to get the numbers from the crank so we can order it from Bryant Racing. Once an engine could breathe better without the help of FI; how much more do you think when it's FI?

If strictly for track purposes, depending on rules and regulations, 600 hp could be enough or too much or too little. Referring to FIA GT series cars, the GT1 cars can use exotic materials but also have restrictions because of different engines used and they are not necessarily lighter than GT3 cars, which is almost close to production cars. Yes, it's the overall balance of every mechanism and not just power. The Elemento would be Colin Chapman's dream of a street car if he was still alive.

Spare me from your troll kind of response and leave this thread if you have nothing to provide for the community. I know we are all open to our own perspective but if your pride blocks you from opinions or facts from other forum members then that's not my fault. Oh, about the Stig. He can drive our Ford GT when it's done.

Where did I say someone needs to put-out the cash in able for me to start this experiment? Hey man, there's nothing wrong to ask I if anyone has a blown or junk head for free. Besides, how many engines have you built? Oh and that "shit" that I posted, which you are referring to is exactly right since you don't know anything about. Rather than thinking out-of-the-box a few here are trapped in a mud sack. smh... And BTW, the GTR guys are much receptive to these kinds of mechanical prowess. Maybe because they were picked-on with bigger motors like the undersquared Gallardo V10s, which made them dig deeper on how to get an advantage, which they already have...TI and Shift Sector wins! I guess I'll just go back to my latest project. It's domestic. A Yates block and head, 4.5 bore space and etc. It will be in a Ford GT, will rev to 11K rpm and it will have two large turbos.

You call it all you want "basic" or what not. Obviously you have no experience on the "oversquared" side and its benefits so I think leave the insult to yourself.

I already have a combination that would make any V10 sing better. Ignition sequence alone is so much smoother compared to lesser cylinder engines. Also changing the firing order will help on the vibration and harmonics in the block. I don't really care about cutting torque because I'm not after on low-mid range power (good for street cars). I am after top-end, all-out racing engine where rpm drops on near its peak power during every upshifts. Correct me if I'm wrong, I believe the oiling system on these V10s are dry sump so bearing speeds is the least of my problems. Besides, less stroke will lessen the bearing load anyways and I have the oil for it. Anyways, if guys were turning these undersquared motors near 10k then it will not last long. And yes, I have analyzed the wrist pins placement and there's room for improvement. With less load on the side of the cylinder walls and piston speed will also be reduced, a F1 style (less weight) pistons would be the ideal choice. OMG...this is just the block and I have not touched the cylinder heads yet. In a 4 valve head, ports and chambers have a predominant "tumble" characteristics and with "minimal" or no "swirl" capability for the most part of their design. The key is to balance both "tumble" and get that "swirl", this will effectively enhance the combustion process when combined with "quench". The process to do that...well, I can't really share all the details. It's all in the chambers. I don't have $50k laying around but a free junk or blown head would be a good start . The reciprocating parts for the short block is easier to get it together. I am worried more for the cylinder head. Everything has to be custom. $30k +/- is only for parts but to get the magic "twirl", which is the labor intensive part on the cylinder heads may take some time and money to get it right.

Agree. It's not for everyone.

I am telling you. Have an oversquared short block will change history.

I see your point. Yes, tons of money will be required for such project but only in the beginning. I mean getting the numbers/dimensions of the block, head and etc. just to get a baseline on the tooling process (CNC machining) already cost a lot. Please do know that I have nothing against forced induction. I'm a NA kind of guy. I love Pro-Stock drag racing. IMHO, turbos disguises the engine builder's work. But to many, it's the simplest easier way out in able to get the speed a lot of us crave about and it's more streetable. I also asked myself why NA? Why so interested on the Gallardo/R8's V10? Seeing so many owners doing a complete exhaust and re-mapped ecu then a huge jump to a TT kit frustrates me. Come on! Really? No one ventured on having the motor analyzed by an expert engine builder to see if any more power can be squeezed on a NA platform? All racing engine buildesr will tell you this and can vouch for it...the major problem of the Gallardo's engine is its configuration. It's undersquared. Small bore and bigger stroke. You cannot build a real racing engine with that. Not at all!!! Just the side load of the pistons on the cylinder walls and piston speed is already putting a lot of stress on the block and on the wrist pins. This motor should rev to 11K with no problem But it needs some major reconfiguration inside the short block. Now, I have not seen the block how tall the deck or how far it can be bored-out but with a combination of a bigger bore and a smaller stroke (custom crank), a longer rod should be a good start for a real racing engine short block. For the cylinder head, I have not seen the ports or combustion chambers yet but the power is all in the cylinder head. I stand by this truth, any engine builder that can make good power in a NA platform can make any FI powered car have more power than you can ever imagine. Let's say you have NOW an oversquared bottom end that will allow you to rev to at least 10K and add couple turbos. Which one do you think has an advantage? Answer? Does bears poop in the forest?

Has any Gallardo/R8 owners/shop approached an NA build mod? No, not just exhaust but like higher compression ratio pistons, bigger duration cams with lift to match, longer titanium/steel rods, smaller stroke custom crank, titanium intake valves, inconcel exhaust valves, methanol or VP C25 etc. How much rpm gained? Horsepower? Thanks.

Congrats on your AWD V10! Not so many major aftermarket companies have warranty on their product. I think it's a great insurance for the amount of money being vested. Yup! Power is huge but I'm not sure how strong is the drivetrain after they are re-built with over-engineered parts. Cutting a 1.3 60ft will be tough on parts especially when there's traction. Eventually something has to give or what not. Anyhow, if it's backed by warranty, launch that SOB! lol! Anyway, good luck and be safe on getting there.

Mr. V10, I'm with you on this one. I'm an old-school drag racer as well. I don't own a Gallardo or a GTR but if I'm given half a million dollars to spend and those two cars are my only option. The GTR would be my choice because I love drag racing. Heck, I might have enough change to buy a pre-owned Gallardo. Lol. Nothing excites me more than getting the magic 60 ft. times. Now, until we see the lambo hit a 1.3 or better then we might see a very exciting TX2K15.

See the difference between the underdog (GTR) and who is dominating (Gallardo TT) for the past few years have gotten really close. No one really had any clue that the huge presence of GTRs on the past TI have impacted the game from here on out. The only thing left for the Gallardo? More boost! BUT you will have to run methanol.