Question for LS1 FD guys already running
#1
Question for LS1 FD guys already running
Well, I have desided to go all out on this project. I have a set of the truck heads on the way, all ported and polished, bigger valves, electric water pump, cam, high rev lifter, roller rockers....
And I am looking into a Magnacharger super charger setup.
http://www.magnacharger.com/images/s...dcorvett-2.jpg
I was hoping if one of you with the LS1 already in place could check the clearance between the hood and the stock manifold? This setup is 3.5 inches taller than the stock manifold. If clearance is an issue, I will bag the idea as I do not want to change the FD hood. From pictures it looks close.
Thanks, Zach
And I am looking into a Magnacharger super charger setup.
http://www.magnacharger.com/images/s...dcorvett-2.jpg
I was hoping if one of you with the LS1 already in place could check the clearance between the hood and the stock manifold? This setup is 3.5 inches taller than the stock manifold. If clearance is an issue, I will bag the idea as I do not want to change the FD hood. From pictures it looks close.
Thanks, Zach
Last edited by zkeller; 06-02-05 at 12:01 PM. Reason: title
#2
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Originally Posted by zkeller
Well, I have desided to go all out on this project. I have a set of the truck heads on the way, all ported and polished, bigger valves, electric water pump, cam, high rev lifter, roller rockers....
And I am looking into a Magnacharger super charger setup.
http://www.magnacharger.com/images/s...dcorvett-2.jpg
I was hoping if one of you with the LS1 already in place could check the clearance between the hood and the stock manifold? This setup is 3.5 inches taller than the stock manifold. If clearance is an issue, I will bag the idea as I do not want to change the FD hood. From pictures it looks close.
Thanks, Zach
And I am looking into a Magnacharger super charger setup.
http://www.magnacharger.com/images/s...dcorvett-2.jpg
I was hoping if one of you with the LS1 already in place could check the clearance between the hood and the stock manifold? This setup is 3.5 inches taller than the stock manifold. If clearance is an issue, I will bag the idea as I do not want to change the FD hood. From pictures it looks close.
Thanks, Zach
I'll try and remember to check what the clearance is further back towards the firewall when I get home.
FWIW, it doesn't fit on the vette either (they end up buying new hoods too)
#3
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Yea, the Vette guys have the blower sticking through the hood (cutout). You could do the same and put a cowl over it. Towards the firewall we might have 2" of clearance but up front there isn't any at all.
Also the eclectric water pumps aren't recommended for street driven cars. I don't know your palns but I wouldn't do it for an almost daily driver.
Also the eclectric water pumps aren't recommended for street driven cars. I don't know your palns but I wouldn't do it for an almost daily driver.
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Well blowers are suppose to be sticking through the hood right?
Looks like you're right about the electric wp.
http://www.thunderracing.com/catalog...p&vid=3&pcid=5
Looks like you're right about the electric wp.
http://www.thunderracing.com/catalog...p&vid=3&pcid=5
#6
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The procharger kit will fit with some rerouting of the piping.
I have been considering an electric wp myself, when I get stuck in hot weather traffic jams etc. my coolant temps have gone as high as 220*F. As soon as I get moving and the rpm's up, they drop back down to 200 or less.
I have been considering an electric wp myself, when I get stuck in hot weather traffic jams etc. my coolant temps have gone as high as 220*F. As soon as I get moving and the rpm's up, they drop back down to 200 or less.
#7
Originally Posted by turbogarrett
The procharger kit will fit with some rerouting of the piping.
I have been considering an electric wp myself, when I get stuck in hot weather traffic jams etc. my coolant temps have gone as high as 220*F. As soon as I get moving and the rpm's up, they drop back down to 200 or less.
I have been considering an electric wp myself, when I get stuck in hot weather traffic jams etc. my coolant temps have gone as high as 220*F. As soon as I get moving and the rpm's up, they drop back down to 200 or less.
Also guys, here's a link to the group buy I got in.
http://www.ls1.com/forums/showthread.php?t=565402
I think this is a new generation of electric water pumps. I will call and confirm the street issue.
I also think that if you have an underdrive harmonic balancer, you may hamper the alternator at low speeds since this think pulls something like 40 AMPS, I think, I need to verify that.
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Originally Posted by zkeller
Are you referring to the procharger like the Magnacharger I mentioned?
http://www.procharger.com
The D1SC unit is the one you'll likely want IIRC. The P1 is too small for that much effort, and the F1 is a behemoth.
I think this is a new generation of electric water pumps. I will call and confirm the street issue.
I also think that if you have an underdrive harmonic balancer, you may hamper the alternator at low speeds since this think pulls something like 40 AMPS, I think, I need to verify that.
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Originally Posted by NoOne
Define "some rerouting" for the procharger?
I am looking for the easiest and simplest way to get about 450rwhp or so.
I am looking for the easiest and simplest way to get about 450rwhp or so.
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Originally Posted by NoOne
Define "some rerouting" for the procharger?
I am looking for the easiest and simplest way to get about 450rwhp or so.
I am looking for the easiest and simplest way to get about 450rwhp or so.
#12
With my setup I should be at or close to 450 without the supercharger. It all adds up, cam, heads and larger valves, extrude-honed exhaust manifolds, electric wp, Fast intake, ported throttle body, roller rockers.
It must be my obsessive compulsiveness. I did not originally plan to do all this at once, but what else am I going to do while waiting for Hinson?
It must be my obsessive compulsiveness. I did not originally plan to do all this at once, but what else am I going to do while waiting for Hinson?
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Originally Posted by zkeller
With my setup I should be at or close to 450 without the supercharger.
It must be my obsessive compulsiveness. I did not originally plan to do all this at once, but what else am I going to do while waiting for Hinson?
#16
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Originally Posted by zkeller
With my setup I should be at or close to 450 without the supercharger. It all adds up, cam, heads and larger valves, extrude-honed exhaust manifolds, electric wp, Fast intake, ported throttle body, roller rockers.
It must be my obsessive compulsiveness. I did not originally plan to do all this at once, but what else am I going to do while waiting for Hinson?
It must be my obsessive compulsiveness. I did not originally plan to do all this at once, but what else am I going to do while waiting for Hinson?
#17
I have another question for you fellas.
The LS1 fuel system is non-return. Are you all running an external fuel pressure regulator with a static pressure set at somewhere around 50PSI and no vac line attached, using the return? I would think that would produce the same pressure as the non-return system? The reason why I am asking is that I planned to redo my fuel system while waiting and am wondering if I should keep the return line. I will probably go with Hinson's fuel system, but run 6AN steel braided line(s) from the tank.
The LS1 fuel system is non-return. Are you all running an external fuel pressure regulator with a static pressure set at somewhere around 50PSI and no vac line attached, using the return? I would think that would produce the same pressure as the non-return system? The reason why I am asking is that I planned to redo my fuel system while waiting and am wondering if I should keep the return line. I will probably go with Hinson's fuel system, but run 6AN steel braided line(s) from the tank.
#18
Originally Posted by turbogarrett
I doubt you will see 450 rwhp, n/a through the manifolds. Maybe with some longtubes.
The guy doing the heads called and said that he gets good numbers from porting the stock LS1 heads, but reccomended that I go with truck heads for an extra 300 bucks, He said that they get 20 more HP from them and can put larger valves in them. I am not sure if the truck heads he is referring to are from a 6 liter engine or what, but they are aluminum.
Maybe you guys know more, but I am taking his word on it. He is supplying the heads, porting, polishing, 3-angle valve job, and supplying and installing the heavy duty springs keepers and larger valves for $1,600.00. Sounds like a good price to me.
#19
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Originally Posted by zkeller
I understand the difference between DynoDynamics and Dynojets and how they measure horsepower and torque. It's just that all the "stuff" out there is rated around the Dynojet numbers.
I'm just poking a little fun since jetenginedoctor chimed in on your last thread.
#20
He also told me to dump the aluminum Weiand intake becuase it heat soaks and you can lose up to 30HP. This was addressed with Wieand and they said that they are aware that the heatsoak is an issue, but had to make the intake for the street rod guys that want the bling, bling look. It makes sense. Add metal to the top of the engine where the heat rises to and it will collect there. I work with electronics and the same concept takes place in semiconductor heat sinks. They put the metal heat sink on top of the chip.
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Originally Posted by zkeller
I have another question for you fellas.
The LS1 fuel system is non-return. Are you all running an external fuel pressure regulator with a static pressure set at somewhere around 50PSI and no vac line attached, using the return? I would think that would produce the same pressure as the non-return system? The reason why I am asking is that I planned to redo my fuel system while waiting and am wondering if I should keep the return line. I will probably go with Hinson's fuel system, but run 6AN steel braided line(s) from the tank.
The LS1 fuel system is non-return. Are you all running an external fuel pressure regulator with a static pressure set at somewhere around 50PSI and no vac line attached, using the return? I would think that would produce the same pressure as the non-return system? The reason why I am asking is that I planned to redo my fuel system while waiting and am wondering if I should keep the return line. I will probably go with Hinson's fuel system, but run 6AN steel braided line(s) from the tank.
If you step up to a procharger, or other power adder, you'll need more than AN-6 line. I'm running two in-tank Walbros, aftermarket rails and AN-8 from the tank. Should be good to 800-900rwhp
#22
Originally Posted by wingsfan
I'm just poking a little fun since jetenginedoctor chimed in on your last thread.
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Originally Posted by zkeller
The guy doing the heads called and said that he gets good numbers from porting the stock LS1 heads, but reccomended that I go with truck heads for an extra 300 bucks, He said that they get 20 more HP from them and can put larger valves in them. I am not sure if the truck heads he is referring to are from a 6 liter engine or what, but they are aluminum.
Maybe you guys know more, but I am taking his word on it. He is supplying the heads, porting, polishing, 3-angle valve job, and supplying and installing the heavy duty springs keepers and larger valves for $1,600.00. Sounds like a good price to me.
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Originally Posted by zkeller
Yea, I know you are poking fun. I am actually good friends with jetenginedoctor. He is a very smart guy and knows his stuff. He has helped me out greatly over the past year. He's just getting his point across.
I'll be heading over his way when I get everything together to see what my baseline is.