96 Comp T/A

iTrader: (8)

Any chance you could divulge a ballpark figure for the drysump pan +pump? I would love to run something like that. Dailey doesn't put any pricing on their website. Also where does the pressure side of the pump feed the oil galley? Does it go back across the pan and up through the block where the oil filter goes on a stock pan? Most of the dry sumps I have seen fed through the front of the block but were belt driven cams, so you didn't have to deal with going through the timing chain cover. Did you have to plug the front of the block where the stock oil pump would feed oil down the main galley?

LSX67RS/SS

so you you know there's cheaper systems out there but i went with Dailey based on proven performance and how clean the installation was, here's the gorey details from my purchase:
Dry Sump
Dailey, Oil Pump 04-99-2371-2 $1,188.00
Dailey, Oil Pan 20-02-0666-assy LS3 right side mount $1,410.00
Dailey, Pulley HP-32-115-.500 HTD 32 tooth 1.15" wide .500" $87.75
Dailey, Belt 640-8M-20 (2 ea) $54.00
Dailey, 26-02-0600 fitting 16mm thread to -10 flare $87.75
Dailey, ATI Damper 917289 $472.50
Dailey Shipping cost $53.00

I had Peterson make a custom tank to fit where my blower fan used to be so you need to add $$$ for a tank also, and need to include -12 oil lines which i haven't bought yet. There was a Dailey system posted for sale for some time but it looked to be priced retail.....just my .02

i've got pics regarding oiling system and the small mods but yes its fed on the driver side where the oil filter would be. If I were to do it again I would change it to the driver side drive (Dailey makes both) and put my tank there also. This is an LSX block the changes were minor to incorporate the dry sump. I'll post pics and details on what it took

SSSTANG#1

iTrader: (14)

Ah, forgot it was dry sump.

96 Comp T/A

iTrader: (8)

That pricing isn't as bad as I expected it to be. Going to have to give this some serious thought. I am looking forward to the pics when you get a chance to post them. Thanks again!

96 Comp T/A

iTrader: (8)

One other question. What belt configuration does it end up being with the pump drive behind the dampener? Camaro, Corvette, or Truck? I would like to be able to use my Camaro belt tensioner and alternator mount if possible.

LSX67RS/SS

Thats something yet i need to figure out...its a standard corvette balancer, now what does that get me, I don't know. When I get it back home i'll start measuring clearances and thinking i'll go by a local pick and pull junk yard and start some trial fitting units. Can't see paying >$2000 for a pulley kit just yet.....

MrEracer

iTrader: (3)

If you have a Corvette damper you will need a Corvette water pump (bell) and Corvette alternator/power steering pump and bracket. I doubt you will find any of this in a pick-a-part in Phoenix. Your best bet is Ebay or the 'parts wanted' section on this forum. I think I have a spare C5 water pump but not the rest. With this you can run the C5 serpentine belt system. The C5 belt offset is different then the F-body...
Shirl

LSX67RS/SS

Thx Shirl, you're probably right about not finding anything i can pick'n pull. After our dyno run on Wed i'll get some meas and maybe i can take the spare water pump off you hands if the price is right . Right now i'm only looking for Alt, water pump and power steering pump. The A/C will come later.

LSX67RS/SS

Well, a fulll day of flogging the engine in the cell and I'm extremely happy with the results, going in i was shooting for 720HP and a wide Tq curve...

744hp max at 6800
636ft/lb tq at 5300

I'll post the print out later tonight.....

just 1 deviation i had to use 1 3/4" primary headers, not my choice but nevertheless maybe's there's still some we left on the table.

Briou

iTrader: (1)

Those are some great numbers...congrats man!

SSSTANG#1

iTrader: (14)

Sweet! How much run time did you get? Did the Holley go through the learn process? Should still run better when you get it in the car. How is the car coming along?

blackonblacksls

iTrader: (1)

What was the final compression.

That's a lot of NA power for sure.

SSSTANG#1

iTrader: (14)

I wonder what a good set of headers would change? What kind of headers are you going with?

LSX67RS/SS

Here's all the details.....

i graphed it in excel myself...


Robin from Holley was there and walked me through the entire set up. we had a little hiccup in the begining....the IAC wasn't responding initially and coming back to idle wasn't happening. Found out that there were two adjustments on the throttle body and once we set it back to near zero for both it ran like a champ. There was really two issues i came across; first was the 1 3/4" headers and second we only had 91 octane and with 11.5:1 i was a bit concerned so we went to our local Autozone and got the "Octane Boost". Now i've never really trusted this stuff but i didn't have any detonation either so either it worked or i don't need it.....something i'll experiment with in the car or just run 93.

can't say enough with having Robin from Holley there walking through learn and all the sensitivites with the system, very impressed with the capabilities on the Holley. Every pull we adjusted "targets" for fuel flow timing at WOT and every time it got better. I've got a lot to learn before i go in there and start messing around.

I'm very suspicious with how flat the Hp curve gets at peak and (I think) its a reflection of the limited exhaust system....as for what i'll go with in the car...not sure but at a min a 1 7/8" primary

Briou

iTrader: (1)

You should look into getting a 1-7/8" stepped to 2"....If I would re-do my headers I would probably go with those instead of the 2" primaries I have now...

Still the graphs look great...I had to do the same thin in excel with mine lol...

LSX67RS/SS

Thx Briou.....that's what i'm thinking but fit/clarance is paramount. It's all aftermarket suspension so i'm sitting pretty low, hate to have to go custom but getting everything in need in the box will be crucial.

Thanks.

Briou

iTrader: (1)

I hear ya man...I got a custom set of headers from ARH and it wasn't all that much more than buying a set that they had in stock....on one offered a set of headers for a ls in an A-body car with 2" primaries

LSX67RS/SS

Hey just wanted to share my recent experience.....I'm currently wiring the car and modifying the Holley harness to my liking and using cannon plugs at the fire wall (I call them cannon because thats what we called them in the service.


Well as i was removing and installing injectors hundreds of times i noticed #7 had this plastic cap on it and the others didn't

really got me thinking that we ran it through the test cell in this configuration, i wasn't present when they installed the injectors. Although as i was removing and installing the injectors during the wiring i had to be very careful not to "push" the o-ring down through the runner boss into the flow path. I ended the night but kept thinking about this through the night so first thing next day i took the intake off and look what i found 7 plastic caps sitting on my intake valve.

All 7 pcs in the same exact orientation behind the valve stem (results of the air flow i'm assuming).
So during the dyno run 7 had fallen off and 8th stayed on. doing a little research apparently the cap is retained but should sit on a shelf in the boss of the runner. the Mast 4500 doesn't have one, just a clean shot into the air flow. Anyone come across this? I'm thinking I need new injectors for "non shelf boss's) any advice i'd appreciate....

Jimbo1367

Good catch. Any other pics of male side of your "cannon plugs"

LSX67RS/SS

Here's some pics of the engine harness....






Anybody using a MAST LS7 4500TB intake i'd love to know what injectors they're using. I'll call Mast on Monday.....