ZleeperLTx

http://www.vortechsuperchargers.com/page.php?id=45576

This project took about 6-7 years of sleepless nights to complete to do the entire drive train, billet dual disc clutch, suspension, cooling, ECU, exhaust, roll bar, 9' diff, fuel, etc...to support ~1000HP.

Engine: Joe Mejia built 383 LT1 block, Program billet Mains, ARP studs throughout, Dragon Slayer crank, Compstar I beam rods, JE pistons, EFI connection 24 conversion, ATI Big Block two key 6 bolt snout, ATI balancer, AI CNC ported 215 Trickflow heads, Custom blower cam, Crower 17-4 PH roller rockers, Canton oil pan, etc...

Tuned: Church's Automotive Dynapack dynamometer tuned by Shawn.

Induction system: V-7 YSi polished blower, with 2.6:1 ratio 10 rib pulley with Vortech tensioning system using adjustable heimjoints,1000CC Injector Dynamics, custom billet bracket, custom tubing, large intercooler, Raceport bypass, etc..

Ignition: EFI connection LT1 to LS1 conversion system, LS2 coilpacks, LS1 computer with HP tuner, Magnacore wires, etc..

Drive Train: D&D T-56 trans with Viper output shaft pkg, Riper shifter, Spec Billet dual Carbon fibre disc sytem conversion with push diaphram pressure plate sytem, Quick time Spun scatter shield, Spicer u-joins, large steel OD thick walled custom drive shaft, Spohn everything suspension with Delphere and full heim joint tubular suspension with custom Spohn welded 9" moser housing/axles torque arm mount, Strange third member with billet pinion bearing support, etc..

Exhaust: Pacesetter long tube 1 3/4 primary ceramic coated inside/out, modified Kooks LS1 3" diameter stainless dual exhaust to fit LTX configuration with added Magnaflow VT mufflers for added quiet high flow exahust system, V band clamps, etc...

Exterior: Zleeper appearance with a stock as possible look to minimize undesireable attention. Unfortunately Z/28 is a bright Red T-top!

Brakes: Baer Eradispeed+ caliper/Rotors, Custom hydroboost system with braided lines throughout

Safety: Wolfe 6 point rollbar welded in.

I think there is more left on the table for more power, but for now I'm going to focus on chassis tuning and other aspects... Not bad for 91 Octane pump gas without alcohol/water injection!

myltwon

iTrader: (1)

That's awesome, love to see high HP boosted builds for lt1s

SS RRR

iTrader: (2)

Holy *****. I'm just happy my pile of crap runs. I couldn't imagine doing something like that and having to maintain it.

NewOrleansLT1

Nice build.. Its very shiny

Puck

iTrader: (17)

Awesome build - and it still looks like an LT1 to boot!

800+rwhp on 91 octane and no meth is killer.

ZleeperLTx

Thanks fellas for your kind words and recognizing our passion for our rides. We all have the need for speed since high school, for some even before. It never seems to get old!

rynb15

that is awesome. good job!

SwampWS6

iTrader: (7)

Very nice build sir. Glad to see those great numbers! My question is how did you ID1000 fit? I have ID1300 and when I was on the dyno this past weekend, the fuel pressure kept seeping past the top of the injector from the fuel rail. Did you use any different type of orings? I didnt even get to make a pull because it kept leaking fuel everywhere.

ZleeperLTx

"My question is how did you ID1000 fit?"

I didn't have any fitment issues (my set up uses factory manifold and fuel rails). Are you using stock fuel rails? What is your static fuel pressure?
Lastly check inner diameter of the fuel rail vs factory(if not factory already...)

SwampWS6

iTrader: (7)

I am using stock fuel rail, with a stock manifold. Fuel pressure is 46lbs. I stopped the issues so far by adding LS3 injector orings to the injectors. Now I am going to crank the pressure up to see if that is really the fix ....

ZleeperLTx

LS3 O-ring is the same diameter as the LT1/LS1 (Viton O-ring from ID)
What is your Injector part number:
1300.60.14.14.8 : Purple color injector: LT and LS1 application w/14mm(corrected) (.551") O-ring?

There are others ID1300 series with 11mm (.433") O-rings. That could cause a leakage problem


Hope the your LS3 O-ring problem is resolved now. Good luck

Blackbirdws6

iTrader: (7)

Very nice build. I'm hoping you had all of those polished aluminum pieces clearcoated to save on upkeep lol. What made you select the 1-3/4 headers? It's putting down the power but I'm wondering if they are leaving a touch on the table. Any rough specs on the cam? How much timing did the tuner get away with? When do we get track vids?

moehorsepower

iTrader: (3)

Great Power, did they just enter the wrong vehicle year cause it says 2002 supercharged camaro.

SwampWS6

iTrader: (7)

Now that you mention that, I have the smaller orings and not the LT1 style orings. I have that exact part# of injectors and it seems like they screwed up on my orings. The LS3 style orings are 15mm and the LT1 is 14mm from my measurements.

ZleeperLTx

No clear coat. They turn yellow then its more work later. It's not that bad and I'm on the ocean front.

Long tube is what I had and they fit nice. WHen I had Broadix heads on another motor with tri-bolt pattern for two middle cylinders, I had 2" Primaries... That was then .. I wasn't going for track duty car, this is my fun weekend car.. I'll add a few more psi, rpm, and meth later for to see if I can bump up the power for the dyno bragging rights. As is P315 Drag radials are not holding rolling into 3rd, havn't tried rolling 4th gear spins.. Need to take it to the track at some point, but for now I'm dialing in other parameters, suspension and exhaust clearances on my stainless dual inline mufflers.

Cam specs: Advanced Induction custom grind. 232@.050 114 LSA 585 lift uising 1.6 rockers. Installed 2 degrees advanced.

Timing was very interesting during tune.. At one point 2 degrees gave me +40 HP. We didn't dwell too much with timing. That will come later..We gave it as much timing for the fuel used, 91 Octane! I'll have to check HP tuner file for total timing.

I had two issues at tune days. First day, I had one of the Walbro 255 barely trickle so on single pump, we had to shut it down at 480RWHP. Once I replaced the pump we were back in business, then I had belt slip... Very common with Vortech step up ratios on YSI, here is where Prochargers shine...Good thing I anticipated it, and had a solid adjustable heim joint link (all of the belt slip forum discussion help me prepare for it. Thx guys).

Everything else went fine..

The drive home was interesting, 1st gear is almost like being in ice, it bounced the tach at 7000rpm just stabbing it a bit. Second was little better, I squirted a bit getting on the fwy in third, then I ran out of run way..

I get it now, when people say anything over 600RWHP on the street is all about spin control...

ZleeperLTx

Yea, they listed as 2002 Camaro since it was the LS1 tune...

ZleeperLTx

Dynapack dyno tune day with Shawn:

Purple Poncho

iTrader: (1)

What did you have to do to get the YSi to fit? Standard Vortech bracket?

qwiketz

another blown ysi ltx and it's right up the freeway from me (I'm in Lake Forest). Those are awesome results. i'm jealous. I'm barely getting mine drivable right now.

When you say 2.6 ratio, do you mean a 2.60" drive pulley? I think I saw somewhere that you have a 7.80" crank pulley. What rpm did you run it up to?

ZleeperLTx

YSI will fit into stock sized bracket. I just made a thicker aluminum copy. It is a tight snug fit, but it will fit without any mods. I had a V1 vs V7 volute size comparison and it's quite significant in size, but they will fit.

YSI is quite the potent blower in a small package! You have to make a strong tensioner or make sure you have a good belt wrap (~180 degree wrap). I had a heim joint adjuster with right and left thread to tension the belt. I had to tension it 3-4 times due to belt slip. I would not go smaller than 3.00" Vortech pulley, instead go with 8"-8.5" for Crank for max belt contact at the blower side (~65Krpm impeller speed for max recommendation fro adiabatic efficiency. People have pushed more >70Krpm, but that is less efficient and generates more heat).