7.4L BBC Ram Jet and 2008 Corvette E38 ECM
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7.4L BBC Ram Jet and 2008 Corvette E38 ECM This engine has been somewhat of a personal project I've wanted to do for the past few years (using a Ram Jet manifold on a production 7.4L BBC).
Here's a video of the engine running on a test stand.
http://www.eficonnection.com/RamJet454/58xRamJet454.wmv
My S10 briefly had an electronic throttle Ram Jet 350 system with LS1 PCM (until being replaced with a TPI manifold). I do prefer the Ram Jet intake over the TPI.
Anyway...back to the big block. I'm still not sure why we had to machine 0.080" from each side of the lower manifold to make it fit properly. The Ram Jet 502 engine is not a tall deck and the 454 is not a tall deck. Any ideas?
The 2008 Corvette ECM requires a 58x crank and 4x cam signal for operation. The 4x cam signal was welded to the face of a 7.4L cam sprocket and the upper 8.1L timing cover was welded to the lower 7.4L timing cover to pick up the cam signal. It's functional, but the cam signal from the distributor is preferred (shown in video).
This opens up incredible tuning opportunities for this BBC (with EFILive or HP Tuners) and the use of the 6L80E/6L90E transmission. It also allows for tap shifting.
Here's a video of the engine running on a test stand.
http://www.eficonnection.com/RamJet454/58xRamJet454.wmv
My S10 briefly had an electronic throttle Ram Jet 350 system with LS1 PCM (until being replaced with a TPI manifold). I do prefer the Ram Jet intake over the TPI.
Anyway...back to the big block. I'm still not sure why we had to machine 0.080" from each side of the lower manifold to make it fit properly. The Ram Jet 502 engine is not a tall deck and the 454 is not a tall deck. Any ideas?
The 2008 Corvette ECM requires a 58x crank and 4x cam signal for operation. The 4x cam signal was welded to the face of a 7.4L cam sprocket and the upper 8.1L timing cover was welded to the lower 7.4L timing cover to pick up the cam signal. It's functional, but the cam signal from the distributor is preferred (shown in video).
This opens up incredible tuning opportunities for this BBC (with EFILive or HP Tuners) and the use of the 6L80E/6L90E transmission. It also allows for tap shifting.
Last edited by S10Wildside; Feb 8, 2010 at 06:10 AM.
That is impressive. Is this something that you are planning on offering as a kit? I am sure BBC users everywhere would be excited to be able to use the late model fuel injection. Your heads weren't milled were they? I guess that is the easiest answer as to why you would have to mill the intake.
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That is impressive. Is this something that you are planning on offering as a kit? I am sure BBC users everywhere would be excited to be able to use the late model fuel injection. Your heads weren't milled were they? I guess that is the easiest answer as to why you would have to mill the intake.
The engine is a stock 1999 7.4L with no machining to the heads. I personally pulled the stock intake from the engine, so I know it hasn't been modified. Very strange, huh?
BTW...I like your daily driver. I also own a 2003 Silverado SS (since Aug 2003).
I had a GEN VI 454HO crate motor in my Elcamino and used the stock low rise square port 569 intake. No problems sealing that I know of. Unfortunately I warrantied the engine (twice) due to oil consumption and ended up getting my money back. My buddy has a nearly new Gen V multiport setup sinning on the shelf . It is off of like a 97 truck. BTW I love my Silverado SS and it is the best color Arrival Blue!
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Staging Lane
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From: P town
for the mark IV block you could mate the rear of the 2 piece oil pan to a mark V and VI oil pan and i think instead of using a gasket just use rtv glue or a silicone of some sort but i'm not to sure on that i'm workin on something simular but havn't figured everything out just yet.
also what wiring harness are you using???
btw it looks great
also what wiring harness are you using???
btw it looks great
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Maybe I'm a little slow here - doesn't the modded timing chain cover solve the problem - it utilizes a Mark IV pan? As mentioned - a kit for the Mark IV's would be fantastic - I've got two BBCs I'd like to convert - any updates toward this end? -Bob
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From: P town
well first of dude the mark IV blocks are 2 piece rear main seal and they use a completly different oil pan that uses a completly different timing cover
And the mark V and VI blocks are 1 piece rear main seal and they use a different oil pan and timing cover completly different from that used on the mark IV blocks
And the mark V and VI blocks are 1 piece rear main seal and they use a different oil pan and timing cover completly different from that used on the mark IV blocks
Ok thanks - wasn't completely sure what combination was being used - that's the reason for asking. BTW, name is Bob, not Dude.
well first of dude the mark IV blocks are 2 piece rear main seal and they use a completly different oil pan that uses a completly different timing cover
And the mark V and VI blocks are 1 piece rear main seal and they use a different oil pan and timing cover completly different from that used on the mark IV blocks
And the mark V and VI blocks are 1 piece rear main seal and they use a different oil pan and timing cover completly different from that used on the mark IV blocks
The Gen V production motor is the odd man out when it comes to cylinder heads (cooling passages are different). The Mark IV and Gen VI would be closer in relation.
On The Tree
Joined: Jan 2010
Posts: 168
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From: Fort Campbell, KY
The 2008 Corvette ECM requires a 58x crank and 4x cam signal for operation. The 4x cam signal was welded to the face of a 7.4L cam sprocket and the upper 8.1L timing cover was welded to the lower 7.4L timing cover to pick up the cam signal. It's functional, but the cam signal from the distributor is preferred (shown in video).
This opens up incredible tuning opportunities for this BBC (with EFILive or HP Tuners) and the use of the 6L80E/6L90E transmission. It also allows for tap shifting.
This opens up incredible tuning opportunities for this BBC (with EFILive or HP Tuners) and the use of the 6L80E/6L90E transmission. It also allows for tap shifting.
