zgeezer

Here's a supercharger that should fit nicely on your CSB and under your Z hood. http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=34202&item=2418739937 gw

Jeronimo: The nomenclature should be, I think, a 5.3...on the other hand some gentleman over on LS1.com (truck) sent me a classic frameable e-mail questioning my paternity, intelligence, and sexual preference over referring to it as a GEN III engine 5.3L. The price for the truck engine was less than $2,000 delivered and my buddy wanted a good LT-1 for his Jag XKS (John's Jaguars kit). I calculated that by the time I purchased the Corvette bracketry and mounted the A/C compressor (A Corvette specific application) that I would be into the LT-1 another $800 and another $300 for the aluminum heads and Z3 camshaft. So, I jumped. I read the GM.com specifications and I don't think the performance side will be any less than the LT-1. (Lt-1 260hp and LM-7 285 hp) Three engines now and not one has been actually installed and run. I think I'm into $2500 brake jobs: You know, go in for shoes, turn the drums, and alignment and walk out with disks on all 4 sides, R200, 3 sets of Z280 stub axes , 3 sets of 280ZXT axles, both sets of Toyo front disk calipers, and it still sits in the driveway. Well hell, its genetic: my mother couldn't cook but she left about 10,000 recipes and another 150 cook books in her estate. It is a long post. I really appreciate your note and Grumpys and other long list of links. GW

Just sold the LT1 to a friend and purchased a complete 2001 LM7 engine and 4l60E transmission with all accessories...24000 miles. This is a 5.4 L iron blocked GEN III truck engine rated @285HP. Does anyone know of a site that compares the differences between this GEN III and an LS1. One of the GM promotional sites touts interchangeability, but nothing specific. Are heads and intake manifolds directly interchangeable? What are the differences between the heads...are they different casting with different intake/exhaust port volumn? I know the intake are very different with the LM7 intake about 3.5 inches higher than the LS1. My measurements tell me I may need a real bulge in the hood b/4 I'm through. gw

A few months ago there was a post related to an really good LT-1 site that had just about everything on it. I've tried to locate it using our search function for LT-1.* and every other variation I can think of. I get a little of 600+ hits on LT1. I'm lost. Can anyone help. gw

I've eagerly followed Phantom's running reports on his LS1 conversion with an old familiar feeling: the sinking sense that my current LT1 will be keeping company in the storage cube with my original 350 csb and that I'll be laundering some income for a good cause. Yep, 'cause the 'while and here, I might as well do it syndrom has me by both neck and pocket book. Ah, but I digress. Back to the post. Has John's Cars committed to producing the x-member or accessory bracket used by Phantom? Search brings up photos of two different x-member motor mount approaches, but I find no photos of any Ls1ers solutions for accessory mounts. Are there any posted or were they lost in the transition to php? I' mworking with a '70Z and need AC, a 140 amp alternator, and PS. Any direction re: accessory mounting? thanks gw

OK, I answered a classified ad "5.4 L chevy for sale". The voice at the other end says its a 2001 chevy v8 with less than 25,000 miles connected to a computer controled automatic transmission, and that the engine has a "back sump aluminum pan." He's verrry vague about what model chevrolet it came out of. The price is "right" if it's an 5.4 l LS1. I understand that "LS1" variants include 4. (something) liter truck, a 5.4 L Truck, and a 6.0 L truck. Lacking a VIN or engine #, what can I check in the field to verify that its a 2001 and not the small 4.(?) liter version. The price is so low, I suspect the worst.....but I'm going to look Sunday afternoon. gw

One nice thing about having been around forever is you get a chance to see it all at least twice. Hydrogen peroxide rockets have powered at least one 1/4 mile exhibition car and, I think, at least one land speed record attempt. I'd like to say about 1970-80... been around so long I think twice to determine my current decade. The best of the lot was a small turbine (fueled, I think with natural gas or gas and oxygen mix) that drove a pinion gear that would bolt onto the back of a differential housing by replacing the inspection cover and would mesh on the backside of the ring gear. My recollection is that these units were rated at something like 150 shaft hp. The turbine was slightly larger than some of the middle sized turbochargers common on rice boxes today. Nitrous does the same job today. gw

They are at least 6" and, perhaps, 6.5". I'll take a look next week when I'm at the storage yard. I havn't the slightest idea of the year, but I think later Altima's use a 5 lug wheel. gw

Try earlyNissan Altima's. They are steel, 15 inch, correct 4hole spread. I've not measured offset, but they fit nicely on the back of my 240 and have good clearance. They d/n have any provision for mounting dog dish hubcaps, but they're cheap and plentiful. gw

Did all your Z/28 accessories bolt directly onto the corvette bracket? I have a '96 LT1 out of a Caprice and would like to relocate all l my accessories to the driver's side using the Corvette bracket. However, I've been told by various parts house jockies that the Caprice a/c, alt, and p/s will not bolt to the 'Vette bracket. Did you have any problems? gw

I just acquired 3 cast aluminum wheels; I'm looking for a fourth. The design looks exactly like 1970 or so minilite mags. Cast into the inside is "14 x 65", then a load limit for each wheel, then "CSI". These appear to be well made: The front is machined, the tire mounting flanges and interior are machined, and the back side is machined for about 3/4 of the way. They d/n appear to offset (Looks like stock back spacing when mounted on spindle) The unmachined front is rough cast and appears to be anodized gold. Sorry, I'm not digital camera literate.....soon, but not today. Anyone with any ideas where I can find my fourth wheel and who the manufacturer might be. gw

The pick a parts I frequent always have several if not "many" Japanese, Chrysler, Subaru, Ford, 2.4L-3.0L turbo engines. Small turbos with H2O cooled bearings. If one stays away from high boost (say 5-8#), two of these might work w/o intercoolers on a 5.0 L Ford or Chevy. Has anyone out there attempted this on a FI car w/o going overboard. Low bux Turbos, anyone? gw

One thing to keep in mind is that a 3rd generation Rx7's 13B is not the 13B in the early 70's. The factory learned a lot from road testing the 12A and all on America's streets. I ran the '74 or so 13B I had for something on the otherside of 90,000 miles [not counting what was on the engine when I pulled it out of a Cosmo] before something went 'click' and seized the engine. This includes running it in third gear from Mexicali to Indio at full throttle [Don't even ASK why?] a distance of about 90 miles covered in something around 1 hour. I'm sure it was pulling 7 or 8 grand all the way. Pick up a turbo version, intercool it, pump up the boost, and have fun.......heck, you'll run heads up or better with the vast majority of good running 350's [Oh, oh, I've said it now.] Yeah, do it and keep us informed. This forum could use a Mazda/Z section. gw

Hey, I say go do it. My experience with a NA 13B in an R100 with some Racing Beat modifications made a believer out of me. No torque, but more RPM's than you'd want to believe. Great sound, louder than hell. gw

I paid $2100 for complete '96 Caprice with tow package through a bid placed by friendly dismantler. He paid less. Purchased early this year. 65,000 on vehicle..roll over with only a few unbent body panels. zgeezer

Well, consider this: 1. When you move to CA, be sure to keep your AZ driver's license and car registration. Driver carefully, and if you are stopped be sure nothing in your wallet can tie you to living (residing) in CA. This will buy you some time. 2. Consider carefully what you wish to do. You may wish to look over this site and purchase another Z that is smog legal in CA. 3. Buy a '77+ chevy donor 350 car and swap it it with all the smog stuff or, better yet, find a donor TPI car of the late '80s and use it. If your '77 is a 280, it should be pretty well set up for fi, unless that was discarded in the original swap. Just some thoughts, but don't mess with DMV and change numbers. Finally, you can look up some soul with a 70 or 71 body and keep the engine. gw

Don't paint directly over POR without properly preparing it. The easiest way is to use a POR product called Tie Coat. It bonds to POR and, in turn will accept primer or finish paint. I understand that you can fog on a coat of primer over POR as it is curing, but that always struck me as risky. I have had paid lift off POR & Tie Coat, but it appears to be directly related applying the Tie Coat several years after POR and not adequatly cleaning the surface. Go to POR's web site they are pretty clear as to the process. gw

Ok, my brother (the Ford guy) has run desktop dyno for me on the following LT1 configuation. '96 350, 95 Camaro aluminum heads, 11:1 compression (Aluminum heads with thin head gasket (an Impala/Caprice part for iron heads), and the ZZ3 cam from early Chevy crate engine. A mild cam. He predicts 365 hp @ 4500 rpm. Stock static CR for F body cars is 10.5 for LT1. LT4 advertised 10.8. I don't think you'll have any problems running 11:00 with the "hot" cam. I think 400 hp will be more a function of cam than compression in your configuation. gw

Late Chevy trucks have the switch mounted on the side of the transmission... might not work with earlier 700R4s. Use a google search for LOKAR or RON FRANCIS WIRE WORKS or PAINLESS. The street rodders often use a oem switch bolted to the pan rails of the 700R4 to actuate a neutral switch. On the other hand, consider buying a cable operated aftermarket shifter. gw

Take a close look at the exhaust manifold gaskets. If they are a composite gasket with two thin layers of metal with gasket material inside: think oreo cooky here, it's at least a '96. gw

Well actually you can swap an LT1 intake onto a small block chevy. Take a look at lt1intake.com Requires some work, but looks good. gw

Thanks, My local Chevy partsman is a little short on patience. I've ordered the bare mount with support brackets and will trial mount my F body accessories. gw

You will need $$$$$ and a truck load of it. If you find a used performance 427, high, low, or medium riser for less than 10 grand, you'll be lucky. The FE engines, even with aluminum heads and manifolds are heavy and wide. The advice to stroke a 351W is the common sense and practical way to go. The Sacramento area has at least one -61 falcon with a "427W", automatic, tbi (holley), aluminum heads, ford motorsport headers, mild roller and several traction impaired Sacramento speedway timing slips in the 10.80' & 128mph 1/4 range. Not bad for a 3,000 pound street driven, licensed car with 14" wheels. Your Z with a comparable engine would weigh several hundred pounds less and would have traction. On the other hand, a 427 FE would have a high Holy S, Lokkkkkkit this. Each to his own and good luck. gw

I'm dressing an 96 F body LT1 for installation in Z. I wish to run ac, ps, and alternator from my F body on the corvette accessory bracket. One post on this issue seems to say that corvette accessories are unique and one c/n bolt ps,alt, or ac from F body to vette. That post also seems to state that the harmonic balancer must also be changed over to the vette unit. Bottom line, what accessories will bolt to the vette bracket and can I keep the original harmonic balancer (drive pulley)if I use the vette bracket? Thanks for any directions. Two specialized LT1/LS1 lots (Alabama & Texas) quoted $1,000.00 for entire bracket and accessories. GW

Summit?? Eagle?? Skyline, Cherry, Sylvia, Fairlady, & Cedric I understand. But what is a Summit Eagle? Please a little help here. Hmmmmm, maybe there's an opportunity for different vanity plates here. My beat up 240 could be a UGLYBRD or with a csb a 1QKBCH. I never did understand the psychology naming car models. Where's the sales sex appeal in a "Cedric"? Enough, I'm otta here. gw