03-22-2019, 11:51 AM | #15 | |
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Drives: Camaro Join Date: Jan 2019
Location: Indiana
Posts: 215
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Quote:
If others can make upwards of 800 with the same exact mechanical parts, yours can too. The only different factor is the tuner and how aggressive they are. It only has to take one detonation to lose a ringland. Little too much timing, little too lean, that's all it takes. |
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03-22-2019, 01:54 PM | #16 |
Drives: 2022 Lt1 A10 Join Date: Nov 2015
Location: clark, mo
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That is correct as I also stated in another post. It happens and we have to suffer the consequences. I did
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2022 Lt1 6.2 A10, Maggie 2300, THPSI Port Inj/10 rib, Rotofab, E, Nickey, SCOL, Griptech, RC Bandits, Hoosiers/MT 9.80@142.96 1.44 60ft, 6.34@112 707/669 RWHP/TRQ. 16SS Maggie 2650 9.41@147 1.35 60ft, 5.99@119. 16 C7 A8 10.90@128 Bolt on stuff
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03-22-2019, 06:33 PM | #17 | |
Drives: 2018 2SS HBM Vert Join Date: Dec 2014
Location: WPB, FL
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Quote:
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03-22-2019, 07:35 PM | #18 | |
Drives: BLUE CAMARO ZL1 1LE M6 Join Date: Jun 2009
Location: ON THE DYNO WATERBURY CT.
Posts: 15,222
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Quote:
Too many people want 1000 RWHP and a lifetime warranty on a beer budget.
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03-22-2019, 08:07 PM | #19 | |
Drives: 2016 1SS NFG A8 Join Date: Aug 2017
Location: 46804
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Quote:
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2016 NFG 1SS A8
Options-2SS Leather/NPP Perf. mods-Whipple 2.9/Fuel System/Flex Fuel/103mm TB/Rotofab Big Gulp/Cat Deletes/Corsa NPP Per. times- 10.5 @ 137 w/ 1.8 60ft Full weight on 20's 1200DA |
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03-22-2019, 08:33 PM | #20 | |
Drives: 2018 Camaro ZL1 Join Date: Feb 2018
Location: FW TX
Posts: 384
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Quote:
Modding is expensive. |
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03-22-2019, 09:12 PM | #21 |
2016 loaded 2SS
Drives: Maverick X3 Turbo R Join Date: Feb 2015
Location: United States
Posts: 242
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OP sorry for your loss. can you save the cylinder?
I also went with GPI and had good luck with the install. if you damage any of the diamond piston rings during install like i did; i can sell you a extra set or two if you need them. good luck and file them very carefully!!!
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03-22-2019, 11:43 PM | #22 |
Tactical Garage
Drives: 2016 Camaro 2SS Join Date: Nov 2016
Location: Idaho
Posts: 427
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OP, sounds like you planned out your build the right way and just had some bad luck. A lot of guys on here, including myself have similar builds with no issues at all, so far. Just goes to show there are no guarantees, thanks for sharing. Best of luck on getting it all back together.
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03-23-2019, 01:26 AM | #23 |
You can only YOLO once.
Drives: '16 2SS & '15 Subaru Forester Join Date: Jan 2016
Location: Albany, OR
Posts: 1,677
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Same happened to me...you'll get right.
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03-23-2019, 07:12 AM | #24 |
Drives: 2017 Camaro 1SS Join Date: Aug 2016
Location: NH
Posts: 1,692
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This is a common problem with boosting a stock LT1, and the reason why it's common is already known. The factory is doing tight ring gaps, sometimes ridiculously tight. Shops have seen top ring gaps of .007" or .009" which is crazy. This means it's rolling the dice when you boost these, because yours might be really tight or just tight. Cooling mods like methanol injection or using E85 probably help to some extent by cutting down on the heat (less heat equals less chance of rings butting together and breaking the piston). But there is only so much you can get away with when the engines are assembled so wrong for using this type of modification.
Guys, boosting an engine always contains some amount of risk, we know that. But with THIS issue in the LT1, the risk is more than we'd normally feel that it is, so go into this knowing that the chances of breakage are increased on this engine. Unfortunately most people here parrot the fuel and tune stuff that is just generic to going boosted. The truth about the piston rings is ignored by those people, but it should absolutely be considered when thinking about boosting a stock LT1. Since heat is such a big issue, how you want to use your car will effect the chances of breakage. The guy from Procharger for example said to keep it to short runs of not longer than a 1/4 mile. Obviously longer runs or more boost would mean more heat, and therefore more likely to break. The fact that so many people with supercharged LT1s only screw around on the street, or just do short runs up to a 1/4 mile, gives a false sense of security. People say crap like so and so has 700hp or so and so has 800hp. Completely ignoring though, how many of these things have broken. Like I said, it's rolling the dice, you might be lucky or you might be on a tow truck. To be clear, I'm not flatly saying you should not supercharge your LT1, I'm just saying that you should understand how these engines are built, so that you can carefully evaluate what your use of the car and boost level chosen could mean with regards to these piston rings. |
03-23-2019, 07:21 AM | #25 |
Drives: 2017 Camaro 1SS Join Date: Aug 2016
Location: NH
Posts: 1,692
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I bought a nice ring filing tool from Speedway out in the midwest. Works really nicely. Cuts so well that you need to be careful not to cut too much off though. Go slow with this unit.
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03-23-2019, 07:48 AM | #26 | |
Drives: BLUE CAMARO ZL1 1LE M6 Join Date: Jun 2009
Location: ON THE DYNO WATERBURY CT.
Posts: 15,222
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Quote:
I think everyone wants to blame boost or a HP number, but that is not the core of the issue. We successfully supercharger engines from all walks of life, even the ones that everyone says to stay away from, we do more than Chevrolet cars here, we do GM, Ford, Chrysler, Jeep and Trucks from all the Domestic brands. Combustion Temp, Water Temp, Air Temp, Air fuel ratio, octane and Timing all effect the final combustion temp, which is what controls or causes ring growth. You can achieve much higher power levels and maintain same combustion Temps, or final ring temps. I see too many combinations that are run way too lean, or over 570 RWHP on Stock fuel systems, which is the biggest contributor to high combustion temps and eminent engine failure. The internet said I should run my DFI engine at 12.8-13:1 AFR and I call bullshit. I run my supercharged DFI engine at .80-.82 lambda or 11.76-12.0 and they live even at high power levels and high duty cycle. I have run up and down the AFR or Lambda Scale on my dyno with every engine combination and I always end up back at -.80-.82 for best mean torque and engine life. I will go richer for higher duty cycle combinations Some of this fuel is wasted in cooling the piston and rings. Food for thought and is by no means specific to this thread. Ted.
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03-23-2019, 11:03 AM | #27 |
Drives: 2017 Camaro 1SS Join Date: Aug 2016
Location: NH
Posts: 1,692
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Obviously the rings expand from heat. The problem is, if you start out with a .007" or .009" gap cold, then your engine won't be able to withstand the heat that it would if it had started out at a .015" or .020" gap cold. That is why the (varying) problem of the ring gaps in the LT1 is so important to be known. No matter how good the tune is, if you are one of the unlucky ones that slaps a supercharger onto a .007" engine, you will not be able to do the same things that someone who's engine has say .015" will. In other words, a good tune does not actually fix the mechanical problem. It only attempts to minimize the effects of it.
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03-23-2019, 11:16 AM | #28 | |
Drives: BLUE CAMARO ZL1 1LE M6 Join Date: Jun 2009
Location: ON THE DYNO WATERBURY CT.
Posts: 15,222
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Quote:
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Celebrating 37 years Performance parts, Installation, Fabrication, Dyno tuning, Remote custom tuning, and alignments. 203-753-7223 Waterbury CT. 06705 email tedj@jannettyracing.com |
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