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Back when the earth became cold, giant beasts roamed this land. The latest work of the Scoggin-Dickey Parts Center is a tribute to the record-breaking evolution of the era when horsepower ruled the boulevard.
Known as "Mastodon" for obvious reasons, this 6.6L (400 ci) product from SDPC may look like a prehistoric creature, but thanks to today's technology, it has leapt to the top of the horsepower food chain and still uses it. Remnants of his siblings.
We talked with Nick Adams of SDPC at SEMA and learned more about how this behemoth gained such powerful power from such a humble beginning. The foundation of this huge torque monster started with General Motors' L8T block. Those familiar with Chevrolet heavy-duty trucks will immediately recognize this as the engine in Bowtie's ¾ ton truck. Jeff Smith studied the engine in depth when it first introduced it. He guessed that this engine will become a hot angler's dream, but even if he can't understand how big this engine can eventually grow, we dare to take a risk.
The core of this beast is a stocked L8T cylinder block, crank and LT4 head. ARP fasteners, billet main caps, and some CNC work are everything needed to keep this animal alive on the dynamometer.
Under the correct education of SDPC personnel, this L8T-based engine has just produced an astonishing 2,077 horsepower on the SDPC dyno. You can hear the roar of this animal in the attached video, but we want to talk to Nick about the things below the surface that make all power possible.
When the people at SDPC started asking "what if?", the project started. If they are interested in understanding the strength of this late model mastodon, they will contact "crazy scientists" within their racecourse. Their easy response is the golden lubricant of all these efforts, "If it is not our money, we will blow it up!" So far, the monster's heart has not stopped beating, mainly because it has good genes.
The dynamometer showed 2,077 horsepower and 1,785 pound-feet of torque, all the way to 5,900 rpm!
"We started with L8T block castings in stock," Nick explained. "Speaking of which, this block is really strong. Our people found it was less than 12 pounds from GM's LSx block. Then we added the SDPC billet main cap and ARP studs." From there, the work of the SDPC racing workshop The staff added a stock forged L8T crankshaft with a bearing center weight and was ready for use right out of the box. At the top, a set of CNC LT4 heads are clamped to those factory LT4 head gaskets and another set of ARP fasteners are used.
The forged factory L8T crank and the LT4 head prepared by SDPC are fixed in place with ARP fasteners. The Holley EFI system controls fuel.
The "tusky" creature has ready-made after-sales components to achieve its huge output. On the top, the factory Holley EFI air intake and 103mm throttle body provide food for the beast, and its diet on the dyno is regulated by Holley Dominator ECU. A pair of off-the-shelf cast iron Hooker "LS-swap" manifolds are connected to Precision Turbo 8885 turbochargers, which generate 32 pounds of boost at the engine throat for a delicious air/fuel ratio.
Precision Turbos and the resulting pipes pressurize the beast and give it the appearance of prehistoric "tooth".
The solid roller camshaft works well with the higher RPM, and the boost pressure is kept under the LT4 cylinder head. Currently, this engine produces 2,077 horsepower under "only" 32 pounds of supercharge. The SDPC staff wanted to make the throttle body hole size larger because they saw a pressure difference of 6,500 rpm between the two sides of the throttle blade. Their hope is to increase their weight to 40 pounds, because the mad scientists at SDPC "know that there is more."
How much can this new type of mastodon handle? We have to find out, but one thing is for sure, even when talking about electrification, this engine clearly shows that the horsepower of the internal combustion engine is far from gone.
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