[Elite Engineering]

OP, What are you doing for crankcase evacuation on that monster? We have systems designed just for the LT1 with turbo, single or twin that pull evacuation suction at all times in boost or not. This aids in piston ring stability and better ring seal as well as removes the incoming contaminates at all times before they can contaminate the oil.


Let us know what you have now and if you want to learn more.


:cheers:

[Gmanuel]

Originally Posted by STRUGLE

It's a very real and common issue right at those hp levels. Check the corvette forums. They have been playing with this engine for over 2 years.

The hyper Pistons in the LT1 just tend to give up right about there.

It's so common that wiseco has a set of drop on already balanced Pistons out for this engine. Just remove and replace.

So with that said if you are pulling the engine to do the cam with bigger fuel lobe....may as well replace the Pistons it won't be much more labor. And possible save a catastrophic failure.

Thanks for the heads up. I'll probably be going with either the Whipple, or the triangle speed shop kit (once full details are out), and will be keeping it in the low to mid 600 range for awhile. I'll eventually push for above 700, so I'll plan on replacing the pistons when I do. Are the pistons on wiseco's site?

[PRAY]

I'm just going to sum up what I have been told. The LT direct injection motors have 2 fuel pump systems, first is the electric in the trunk and second is a mechanical that is driven off the cam. I have been told that if you take a stock LT1 and upgrade the mechanical pump and injectors to the LT4 system it will make about 100 more horsepower without changing the electrical pump in the tank. I have also seen first hand on my car that leaving the mechanical pump stock and adding a bigger electrical pump in the tank will give about 100 horsepower. Supposedly if you change both the mechanical and electrical then you finally will get to the power limitations of the turbo/supercharger.... Give or take, I still do not think anyone has over about 1200 with an LT motor because that is all the fuel you can get in there with the current technology.

That makes perfect sense and was what I was looking for. Thanks.

[jessrayo]

Originally Posted by Elite Engineering

OP, What are you doing for crankcase evacuation on that monster? We have systems designed just for the LT1 with turbo, single or twin that pull evacuation suction at all times in boost or not. This aids in piston ring stability and better ring seal as well as removes the incoming contaminates at all times before they can contaminate the oil.


Let us know what you have now and if you want to learn more.


:cheers:

PM sent

Originally Posted by STRUGLE

Awesome numbers

And some big changes with the fuel pump upgrade

Upgrading to the lt4 stuff And cam with bigger fuel lobe will for sure allow more fuel and lower.

Watch the Pistons......the vettes are lifting ring lands at 700ish hp levels.

Yeah, this has been in the back of my mind and why I stopped at the current power level. The turbos I have are easily good for 800-900 whp worth of air in the current configuration. I think this car is going to stay like it is for a while.

[JANNETTYRACING]

Do you have or can you share some pics from underneath I am sure AGP did an amazing job as usual.

Ted.

[Adaraas]

Originally Posted by STRUGLE

It's a very real and common issue right at those hp levels. Check the corvette forums. They have been playing with this engine for over 2 years.

The hyper Pistons in the LT1 just tend to give up right about there.

It's so common that wiseco has a set of drop on already balanced Pistons out for this engine. Just remove and replace.

So with that said if you are pulling the engine to do the cam with bigger fuel lobe....may as well replace the Pistons it won't be much more labor. And possible save a catastrophic failure.

If you're pulling the engine to do the cam upgrade you're an idiot lol.

[jessrayo]

Originally Posted by JANNETTYRACING

Do you have or can you share some pics from underneath I am sure AGP did an amazing job as usual.

Ted.

Got a flat on the rear so had to get it on a lift.

The passenger turbo housing hangs down just a little below the front suspension, driver side and plumbing are all above. Wastegates are plumbed back into the exhaust.

Intercooler is reinforced with 3/4" think aluminum tabs on the side that replace the front crash bar and allow tow hook placement. It has all 4 cats deleted, I wish I would have weighed it before and after but think the net weight is almost exactly the same.

Fresh air is drawn from the top. We have had flash floods this year and I had to ford about 14" of water one day to get home... car had no problems. Just went over 6000 miles, still running strong.

[STRUGLE]

Originally Posted by Adaraas

If you're pulling the engine to do the cam upgrade you're an idiot lol.

I'm personally not pulling anything

However from various shops and the gm manual it calls for engine removal. If I recall my estimate sheets correctly most shops are in the 14-18 hour labor range for a cam swap utilizing engine removal.

[JANNETTYRACING]

Originally Posted by jessrayo

Got a flat on the rear so had to get it on a lift.

The passenger turbo housing hangs down just a little below the front suspension, driver side and plumbing are all above. Wastegates are plumbed back into the exhaust.

Intercooler is reinforced with 3/4" think aluminum tabs on the side that replace the front crash bar and allow tow hook placement. It has all 4 cats deleted, I wish I would have weighed it before and after but think the net weight is almost exactly the same.

Fresh air is drawn from the top. We have had flash floods this year and I had to ford about 14" of water one day to get home... car had no problems. Just went over 6000 miles, still running strong.

Looks Great but the really surprising thing to me is the MAF location Pre intercooler?

Can you elaborate?

[Goertz]

My thoughts^^ also it look like a small pipe it is mounted on. You'll have the maf maxed out with much more power

[jessrayo]

Originally Posted by JANNETTYRACING

Looks Great but the really surprising thing to me is the MAF location Pre intercooler?

Can you elaborate?

Good eye. I must admit I have wondered about this also but the car is tuned to run pretty good with it in there. I didn't design the system and don't know if there are any plans to change this on future kits.

Originally Posted by Goertz

My thoughts^^ also it look like a small pipe it is mounted on. You'll have the maf maxed out with much more power

I'm curious what kind of power limits you think I'll hit with it the way it is. I'm pretty sure those turbos can drive a lot more air through the pipe but if the sensor can't read the changes then it is kind of pointless.

[JANNETTYRACING]

Originally Posted by jessrayo

Good eye. I must admit I have wondered about this also but the car is tuned to run pretty good with it in there. I didn't design the system and don't know if there are any plans to change this on future kits.

I'm curious what kind of power limits you think I'll hit with it the way it is. I'm pretty sure those turbos can drive a lot more air through the pipe but if the sensor can't read the changes then it is kind of pointless.

Note this is not meant to do anything other than educate and add to the discussion.

Any time you install a MAF in a smaller pipe you must scale back the MAF calibration which then in turn reports Less Torque to both the ECM and TCM.

When you put the MAF in a smaller pipe it will climb higher in the MAF Range than normal so you could theoretically run out of MAF range earlier in your quest for power, fortunately the MAF has a range of 1300 HP in a normal size pipe so even if you reduce the pipe by say 25% you still have 900 + HP range.

It also changes the Load or Grams per cylinder which is what the timing map uses for to determine air load which selects timing value vs RPM.

The ECM is not a big deal, there are work arounds for this.

My concern is in auto cars, the TCM will adjust line pressure based on reported torque.

It should not be a problem going smaller but it is a big problem going bigger, we have seen many transmission failures due to a Mammoth intake pipe.

You may notice the trans shifts harder than normal with the smaller pipe.

Ted.

[jessrayo]

Originally Posted by JANNETTYRACING

Note this is not meant to do anything other than educate and add to the discussion.

Any time you install a MAF in a smaller pipe you must scale back the MAF calibration which then in turn reports Less Torque to both the ECM and TCM.

When you put the MAF in a smaller pipe it will climb higher in the MAF Range than normal so you could theoretically run out of MAF range earlier in your quest for power, fortunately the MAF has a range of 1300 HP in a normal size pipe so even if you reduce the pipe by say 25% you still have 900 + HP range.

It also changes the Load or Grams per cylinder which is what the timing map uses for to determine air load which selects timing value vs RPM.

The ECM is not a big deal, there are work arounds for this.

My concern is in auto cars, the TCM will adjust line pressure based on reported torque.

It should not be a problem going smaller but it is a big problem going bigger, we have seen many transmission failures due to a Mammoth intake pipe.

You may notice the trans shifts harder than normal with the smaller pipe.

Ted.

Good stuff Ted! I got more information on the MAF location. It has to be before the intercooler because this system has meth injection directly into the intercooler and there should not be any Methanol on the MAF. If you are thinking this location should be able to handle 900whp that should cover anything I ever do with this car.

Interesting on the automatic transmission. I only drove the car about 200 miles before turbo install and this my first go round with the 8A so I really don't feel qualified to make a before and after analysis but the shifts are very crisp the way it is set up now.

[JANNETTYRACING]

Originally Posted by jessrayo

Good stuff Ted! I got more information on the MAF location. It has to be before the intercooler because this system has meth injection directly into the intercooler and there should not be any Methanol on the MAF. If you are thinking this location should be able to handle 900whp that should cover anything I ever do with this car.

Interesting on the automatic transmission. I only drove the car about 200 miles before turbo install and this my first go round with the 8A so I really don't feel qualified to make a before and after analysis but the shifts are very crisp the way it is set up now.

I am curious where your blow off valve is in relation to the MAF.

A MAF should always be After any blow off valves.

Or when it is open the maf is seeing air flow that is not entering the engine and fueling will follow making a very rich condition.

Ted.