Finished the Intake Manifold- A few pics
12-09-2013, 03:14 AM
#41
TECH Regular
iTrader: (11)
Join Date: Nov 2005
Location: DFW Tx
Posts: 446
Likes: 0
Received 0 Likes
on
0 Posts
I am truly humbled from the kind words from all of you. Really. I am nobody and never have cared if anyone ever knows the owner. I do think the car itself should get some notoriety and eventually a magazine cover. So far I have designed and made every little thing except for the actual engine machining. All that is top notch. I also do all my own chrome and anodizing. I like black, purple and shiney on pretty much everything I own. Ill add progress pics for as long as there is some interest.
Thanks again, Ron Oyler (Lasershop)
Now, outside from all that I do have a question for all of you that have much more tuning experiance than I do, which is none yet. Its a 1997, first year C5 Corvette and that is the original 1997, first year for the LS1 that was available only in the Corvette. Like I said it is fully machined, balanced and blueprinted. Forged everything rotating assembly. Custom all kinds of stuff. I have no intention of beating it to the point of breaking the motor but I can show off as much as the next guy. I can no way afford to replace the $570 each Michelin 335-20's the way business is now-a-days. I think its well capable of a 1000 HP. Trans and rear are very well built. I am concerned about the limits of the actual engine block. Not going to change it.
What would be a reasonable tune goal, as far as horsepower, that is respectable but this first year LS1 can live with? Not interested in boasting big dyno numbers, Not serious street racing. It is a valid question that I do think about. What would you do? 700-800 HP?
Thanks again, Ron Oyler (Lasershop)
Now, outside from all that I do have a question for all of you that have much more tuning experiance than I do, which is none yet. Its a 1997, first year C5 Corvette and that is the original 1997, first year for the LS1 that was available only in the Corvette. Like I said it is fully machined, balanced and blueprinted. Forged everything rotating assembly. Custom all kinds of stuff. I have no intention of beating it to the point of breaking the motor but I can show off as much as the next guy. I can no way afford to replace the $570 each Michelin 335-20's the way business is now-a-days. I think its well capable of a 1000 HP. Trans and rear are very well built. I am concerned about the limits of the actual engine block. Not going to change it.
What would be a reasonable tune goal, as far as horsepower, that is respectable but this first year LS1 can live with? Not interested in boasting big dyno numbers, Not serious street racing. It is a valid question that I do think about. What would you do? 700-800 HP?
12-09-2013, 10:10 AM
#43
If as you say you are running a good forged rotating assembly, then yes your block while be the weak link.
I would set it up boost/tune wise to run 700hp or so with good fuel and intercooler.
At that level it should live a long life and put a big smile on your face every time you tickle the loud pedal...
I would set it up boost/tune wise to run 700hp or so with good fuel and intercooler.
At that level it should live a long life and put a big smile on your face every time you tickle the loud pedal...
12-09-2013, 11:15 AM
#44
TECH Enthusiast
Thread Starter
iTrader: (2)
Join Date: Apr 2005
Location: Gold Country California
Posts: 572
Likes: 0
Received 2 Likes
on
2 Posts
If as you say you are running a good forged rotating assembly, then yes your block while be the weak link.
I would set it up boost/tune wise to run 700hp or so with good fuel and intercooler.
At that level it should live a long life and put a big smile on your face every time you tickle the loud pedal...
I would set it up boost/tune wise to run 700hp or so with good fuel and intercooler.
At that level it should live a long life and put a big smile on your face every time you tickle the loud pedal...
12-10-2013, 10:36 AM
#50
TECH Enthusiast
Thread Starter
iTrader: (2)
Join Date: Apr 2005
Location: Gold Country California
Posts: 572
Likes: 0
Received 2 Likes
on
2 Posts
Did your engine machinist do the oil mod on your early block ?
https://ls1tech.com/forums/generatio...-problems.html
https://ls1tech.com/forums/generatio...-problems.html
When the machining was done they were still just the LS1 and LS6 so no, my machinist did not. A couple years later I did however purchase a used newer year back cover (whatever its called) that has a much larger passageway and matched my block to it. It just made sense at the time. Spent a lot of time deburring the entire block and did all of the pump porting as well.
12-10-2013, 11:48 AM
#51
Amazing work for sure. As some pointed out, the internet puts our standards rather high but you can see the skill, craftsmanship,and attention to detail. Takes some skills to make this happen....GL on this project and I am def sub'ed for more.
12-13-2013, 03:29 AM
#57
Couple of questions, Whats the volume of the plenum? I'm sure i read it needs to be approx 1.5 the engine volume for fast pressure recovery.
Also is there any reason why you didn't extend the bell mouths to inside the plenum? I hear you can gain quite a bit of airflow by moving the bell mouth away from the all of the plenum.
Cant wait to see your charge cooler setup!
Also is there any reason why you didn't extend the bell mouths to inside the plenum? I hear you can gain quite a bit of airflow by moving the bell mouth away from the all of the plenum.
Cant wait to see your charge cooler setup!
12-13-2013, 12:49 PM
#58
TECH Enthusiast
Thread Starter
iTrader: (2)
Join Date: Apr 2005
Location: Gold Country California
Posts: 572
Likes: 0
Received 2 Likes
on
2 Posts
Couple of questions, Whats the volume of the plenum? I'm sure i read it needs to be approx 1.5 the engine volume for fast pressure recovery.
Also is there any reason why you didn't extend the bell mouths to inside the plenum? I hear you can gain quite a bit of airflow by moving the bell mouth away from the all of the plenum.
Cant wait to see your charge cooler setup!
Also is there any reason why you didn't extend the bell mouths to inside the plenum? I hear you can gain quite a bit of airflow by moving the bell mouth away from the all of the plenum.
Cant wait to see your charge cooler setup!
Im thinking about re-machining the injectors. I really did a lot of research and computer modeling and my thought was to aim at the tip of the valve guide in the theory that the shear velocity of the intake charge would force the fuel shot around the intake valve before it ever hit the guide. I still think it would but it just looks funny. Thing about engineering is its never finished and Im trying to get over that.
01-24-2014, 03:11 PM
#59
TECH Enthusiast
Thread Starter
iTrader: (2)
Join Date: Apr 2005
Location: Gold Country California
Posts: 572
Likes: 0
Received 2 Likes
on
2 Posts
Test fit the motor Looking good. Although I notched the firewall I had to cut away another 1 1/2 inches. Finished it with a polished aluminum plate. Re-did the injector boss's with new ones I machined. Came out really good. Angle is perfect and I can use the style 96# injectors I already have. Drivers seat view is awesome.
