View Full Version : Mast Motorsports LS3 427 Dyno Numbers and Product Release
MastMotorsports
11-16-2007, 04:04 PM
We just finished calibrating our LS3 427ci crate engine and were able to make a power pull on the dyno. This is a LS3 based package that we are now offering for $14,999. It is available from Scoggin-Dickey Parts Center and will be displayed in their booth at the upcoming PRI Show in Orlando, FL. This package was designed to be daily driven and still make big power on either 87 or 93 octane fuel for when it goes to the track. It comes fully controlled and calibrated with our M-90 ECM and wiring harness. It is a COMPLETE ready to run package from intake to oil pan and should be a big hit with the conversion and swap guys as well as those who are looking to run a programmable stand alone ECM. Dyno data is shown below.
Components:
Complete Blueprinted 427ci LS3
11:1 Compression Ratio
4.070” Bore Diamond Pistons
4.100” Stroke Callies Crank w/ACL Bearings
6.125” Compstar Rods w/ACL Bearings
GMPP LS3/L92 CNC Cylinder Heads
Cometic Head Gaskets
ARP Head Bolts
ARP Main Studs
Mast Motorsports Spec. LS3/LS7 Camshaft
Manley Pushrods
Upgraded Valvesprings
GMPP L76 Intake w/LS7 Injectors
90mm Drive-By-Wire Throttle
GM Drive-By-Wire Foot Pedal
Mast Motorsports 8 Layer Air Filter w/Integrated IAT Sensor
GM Smart Coils, Spark Plugs, and Spark Plug Wires
All Engine Sensors (Including Oil Temperature)
Water Pump
Oil Pan
Oil Filter
Starter
Mobil 1 Synthetic Oil
Electronics:
M-90 ECM with Diagnostic Software (Calibration Software Available)
ECM Communication Cable
Engine Wiring Harness
Dash Control Harness
MAP/IAT Harness
Transmission Harness for GM VSS
Bosch Narrow Band O2 Sensor (NTK Wideband O2 available for an additional $299)
O2 Sensor Harness
Fuel Pump Control Harness
Electric Fan Control Harness
Mast Motorsports Integrated Fuse Block
Capabilities:
Drive-By Wire Throttle
Wideband Knock Control
Adaptive Spark Control
Closed Loop Fuel Pressure Correction
Throttle Based 2-Step Rev Limiter
Push Button Fast Idle Option
Integrated Gauge Drivers
CAN Gauge Capabilities
Fully Integrated Fuel Pump Control
Fully Integrated Electric Fan Control
Vintage Air A/C Control
https://static1.pt-content.com/images/pt/2007/11/L92_427_CNC_V3-1.jpg
Shaun
www.mastmotorsports.com (http://www.mastmotorsports.com)
Project69
11-16-2007, 04:07 PM
So i could buy this and run it? No programming needed??
SatisTraction
11-16-2007, 05:07 PM
whats with the crazy torque curve?
MastMotorsports
11-16-2007, 05:11 PM
So i could buy this and run it? No programming needed??
Correct! There is no programming needed. It comes fully calibrated and ready to run. The difficult part of the wiring is done for you. It really only takes hooking up the battery and three wires under the dash to get it running. From there, you have the capability to power your fuel pump, electric fan, gauges, 2-step rev limiter, and Vintage Air A/C if you wish. Since it's already in the harness, you don't have to run separate wires to these circuits. We did this for two reasons; to make for a cleaner installation and to simplify the installation by taking the added headache of wiring out of the swap process.
Shaun
www.mastmotorsports.com (http://www.mastmotorsports.com)
hotrdblder
11-16-2007, 08:25 PM
sounds good, pics please
chicane67
11-16-2007, 09:42 PM
Whats the oil pan look like ??
Damn True
11-17-2007, 09:48 AM
Bloody impressive. More oomph than what I'm looking for though.
I'm partial to Mast's L92 & L92-HO
MastMotorsports
11-17-2007, 11:26 AM
sounds good, pics please
Pics coming soon!
What's the oil pan look like ??
It comes with a GM truck pan. We do offer options and upgrades for several different pans including LS2 Corvette, F-Body, CTS-V, and GTO pans. That way you can get a pan that will work the best for your application. I didn't mention it above, but we also have oil temperature accomodations in our harness which is always nice to be able to monitor, especially with customers who take their cars to the track.
Shaun
www.mastmotorsports.com (http://www.mastmotorsports.com)
Project69
11-17-2007, 02:45 PM
Awsome, my 69' needs an engine so im gonna give this some thought.
seems like a great price for such a complete package!
you certainly got my attention.
whats with the crazy torque curve?
Shaun, are the two humps on both the HP and TQ curves the VVT stepping in or is VVT more seamless than that? I haven't looked into the brand new VVT stuff yet. Numbers are very impressive though, good job guys.
SatisTraction
11-17-2007, 07:50 PM
i noticed that was not answered. the torque curve is different to say the least.
chicane67
11-17-2007, 09:49 PM
Pics coming soon!
It comes with a GM truck pan. We do offer options and upgrades for several different pans including LS2 Corvette, F-Body, CTS-V, and GTO pans. That way you can get a pan that will work the best for your application.
That might not help you towards sales for earlier chassis... like that of the 60's/70's muscle cars. That right there could be the larger part of your audience.
None of those pans work with the A, F, X or G bodies.
Damn True
11-17-2007, 11:11 PM
I know where to get a pan.
Shhh, don't tell anyone.
andrewb70
11-18-2007, 01:50 PM
So i could buy this and run it? No programming needed??
Many LSx engines have a dip in the 4200 RPM range. I am not really sure why.
Andrew
Mike Norris
11-18-2007, 03:10 PM
Just an observation from past combinations run through my shop is that the "dip" in the HP and TQ curves in the 4000-4400 RPM area are generally associated with a cam that is larger then the heads or cubic inches are asking for. I see it a lot of stock cube LS1, LS2 and LS6 cars with intake durations in the 230-ish range or larger. The more oversize the cam, the bigger the "dip", but then takes off on top. Just my 2 cents.
Mike Norris
Just an observation from past combinations run through my shop is that the "dip" in the HP and TQ curves in the 4000-4400 RPM area are generally associated with a cam that is larger then the heads or cubic inches are asking for. I see it a lot of stock cube LS1, LS2 and LS6 cars with intake durations in the 230-ish range or larger. The more oversize the cam, the bigger the "dip", but then takes off on top. Just my 2 cents.
Mike Norris
Those were my thoughts as well but I am unfamiliar with the VVT and didn't know what type of affect it would have on the curves if any so I didn't want to assume.
MastMotorsports
11-19-2007, 08:23 AM
Shaun, are the two humps on both the HP and TQ curves the VVT stepping in or is VVT more seamless than that? I haven't looked into the brand new VVT stuff yet. Numbers are very impressive though, good job guys.
Just like Andrew said, the dip in the torque curve is pretty common with these engines. This a non-VVT engine, so the dip isn't due to the VVT. On a VVT application the plot would follow the same trend, but basically be scaled upwards everywhere except the normal operating range of the camshaft.
That might not help you towards sales for earlier chassis... like that of the 60's/70's muscle cars. That right there could be the larger part of your audience.
None of those pans work with the A, F, X or G bodies.
We typically do everything we can to work with customers to overcome these kind of issues. :)
Shaun
www.mastmotorsports.com (http://www.mastmotorsports.com)
trapin
11-19-2007, 08:45 AM
We typically do everything we can to work with customers to overcome these kind of issues. :)
Shaun
Shaun...all this would really involve is custom editing of the ECM by you guys and then adding on a modified oil pan to clear the steering linkage. You could design one yourself or source one from AutoKraft. Chicane makes a great point. This information should be included in the package description so people know about it.
Never underestimate how aimless the consumer can be. LOL!!!
That said, sounds like a great deal. If I had 15K to drop on an LSX I would snatch this up over an LS7 in a heartbeat. Tons more power in a more bullet proof package AND you're getting your ECM and harness. A no brainer for me.
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