C5 Dyno (408ci, Twin T66, AEM EMS)
#101
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Originally Posted by smokinHawk
how much does the AEM cost?
is it alot cheaper then the fast or gen7?
is it alot cheaper then the fast or gen7?
If I could find both male/female connectors, I could easily set the AEM up to work with the cars, but I don't think the connector on the ECU side exists.
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BTW, there is NO reason to keep the stock ECU in the car, the AEM has a multitude of inputs/outputs and on most cars, it keeps the emissions controls intact when replacing the stock ECU. Its also got dual band O2 inputs as well as the ability to use EGTs as an input.
#102
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Originally Posted by smokinHawk
how much does the AEM cost?
is it alot cheaper then the fast or gen7?
is it alot cheaper then the fast or gen7?
The issue is some cool boost related bells and whistle vs. the blood, sweat and tears that cr133r went through to wire this puppy up.
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Rick
#104
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Originally Posted by cr133r
Vehicle specific AEMs tend to cost aroun 1400-1600 bucks.
any possibility of being able to wire this up on an LT1 fbody?
#105
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I'm guessing with their production volumes that they don't have a generic package at this point. It is probably cr133r's skills that created the prototype generic package with some wire cutters. ![Grin](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_grin.gif)
Rick
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Rick
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Originally Posted by 2001-WS6
I'm guessing with their production volumes that they don't have a generic package at this point. It is probably cr133r's skills that created the prototype generic package with some wire cutters. ![Grin](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_grin.gif)
Rick
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Rick
And I ONLY cut 16 wires damn it... LOL
Seriously though, if you could find a dead ECU I believe GM sells the harness parts through normal channels. I'd just have to cut the connector off the stock ECU to make a jumper harness to the AEM like I did with the Vette (except the Vette is hard wired in). This approach would work for ANY LS1 vehicle (you would have to tap one wire going to the throttle controller though).
#107
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Originally Posted by cr133r
Seriously though, if you could find a dead ECU I believe GM sells the harness parts through normal channels. I'd just have to cut the connector off the stock ECU to make a jumper harness to the AEM like I did with the Vette (except the Vette is hard wired in). This approach would work for ANY LS1 vehicle (you would have to tap one wire going to the throttle controller though).
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I have to believe that we have enough fried PCMs sitting around that we could find you the conenctors.
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Rick
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What'd I'd probably do is piggyback to the stock ECU (od an inline harness with M/F connectors), that way you don't lose any functionality (with a little more work, the piggyback setup might even pass the OBDII smog check because the ECU still thinks its running the car). The Vette sets O2 codes and it sets the ignition feedback codes, but I think I can get around those.
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That remains to be seen... Turbos are usually the easiest on parts for a given power level. It probably a good thing that we couldn't get more air to the turbos, because we fully intended to max out the dyno that night (should take about 16-18PSI to hit the 1200RWHP mark).
I would assume with the conservative tune 10.5:1-11:1 it should last quite some time since we aren't on the edge of fueling or timing.
I would assume with the conservative tune 10.5:1-11:1 it should last quite some time since we aren't on the edge of fueling or timing.
#111
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Well I was more wondering the block integrity. Im not too familiar with the LQ9(block thickness, dimensions etc.), but in just a comparison, the LT1 block is prone to cracking after extended use at the 1000rwhp mark and beyond. Im sure theres design differences but they are both comparitively made out of iron. Also the MTI iron 408ci is a mainly bored block if I remember correctly, would that compromise the cylinder wall strength?
Not attacking your work, but with numbers like that it just made me wonder.
Not attacking your work, but with numbers like that it just made me wonder.
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With those kinda numbers, you will have the fastest LS1 on the planet! Can't wait to see some track times! Mid-8's???
I'm assuming you are doing a water/air intercooler?
I'm assuming you are doing a water/air intercooler?
#113
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I thinks this really is new territory for this block from a boost power lever level perspective. At least it's new from an Internet Information distribution point of view. So this car is the current yardstick for a boosted iron block. ![Happy](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_stretch.gif)
Rick
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Rick
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Originally Posted by meangreen94z
Well I was more wondering the block integrity. Im not too familiar with the LQ9(block thickness, dimensions etc.), but in just a comparison, the LT1 block is prone to cracking after extended use at the 1000rwhp mark and beyond. Im sure theres design differences but they are both comparitively made out of iron. Also the MTI iron 408ci is a mainly bored block if I remember correctly, would that compromise the cylinder wall strength?
Not attacking your work, but with numbers like that it just made me wonder.
Not attacking your work, but with numbers like that it just made me wonder.
Its an air-air intercooler actually. Seems to be doing a fine job of keeping IATs down (at that low of boost, it shouldn't be too difficult).
One thing I do know is that most people thought a Ford 5.0 block was only good for about 500HP (crank) back in the day because they were measuring it against nitrous combinations. With boost and a good tune, it can fandle far more for quite some time, but inevitably it fails. I would have to assume this may be the same case here, but we can always hope it'll stay together (I'm sure the GM engineers didn't plan for anyone to push this far).
#115
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I looked it up and Im wrong, I had it confused with their 387ci allbore motor. The overall bore is 4.030", I dont know the stock bore but looking at their other motors it's probably around 4.0" as you suggested
http://www.motorsporttech.com/c5_engine02.asp
http://www.motorsporttech.com/c5_engine02.asp
#116
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Originally Posted by InvisibleSun
With those kinda numbers, you will have the fastest LS1 on the planet! Can't wait to see some track times! Mid-8's???
I'm assuming you are doing a water/air intercooler?
I'm assuming you are doing a water/air intercooler?
![EEK !!](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_eek2.gif)
not to mention keeping the shafts in it. Every time i go into mine you can see the shifted wear on the intermediate shaft gears from case flex. Borrowed time to say the least
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Originally Posted by meangreen94z
I looked it up and Im wrong, I had it confused with their 387ci allbore motor. The overall bore is 4.030", I dont know the stock bore but looking at their other motors it's probably around 4.0" as you suggested
http://www.motorsporttech.com/c5_engine02.asp
http://www.motorsporttech.com/c5_engine02.asp
It most likely is on borrowed time, but we hope we can borrow enough to get at least one good pass out of it.
The car has gone 9.90s on about 670RWHP. It won't go 8s, but with traction it should run some scary 9s at the track.
I say this only because some people have been confused recently and assumed MTI built the entire car, which they did not.
Last edited by cr133r; 03-12-2004 at 04:34 PM.
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Originally Posted by cr133r
What'd I'd probably do is piggyback to the stock ECU (od an inline harness with M/F connectors), that way you don't lose any functionality (with a little more work, the piggyback setup might even pass the OBDII smog check because the ECU still thinks its running the car). The Vette sets O2 codes and it sets the ignition feedback codes, but I think I can get around those.
#119
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Originally Posted by cr133r
What'd I'd probably do is piggyback to the stock ECU (od an inline harness with M/F connectors), that way you don't lose any functionality (with a little more work, the piggyback setup might even pass the OBDII smog check because the ECU still thinks its running the car). The Vette sets O2 codes and it sets the ignition feedback codes, but I think I can get around those.
i dont give two craps about passing any smog checks....florida has none!
so could this piggyback setup work for an LT1 also?
#120
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VERY IMPRESSIVE! It's about time you big engine boys started getting it done with turbos. Billy, your work is just as impressive as Chris (PM) said. Very clean setup and great numbers so far, but I'm sure that dyno will be pegged soon. Nice to see Stacey got a real winner. And to think, I remember videoing that car when SW was running it neck and neck(Supra passenger seat) against Darren's Supra (AKA Walser) one late Austin night. Luckily Darren has sold his Supra, cause I don't think 3.0 liters is gonna be able to keep up very easily anymore. Congrats, and I think I'll have to make it to the Texas Meet just to see this car.
PS, have you seen SW's new Daily.
PS, have you seen SW's new Daily.
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