grumpyvette

Tomahawk Z that was 450hp in a (Z) as a reasonable limit for a street driven (Z)

this is what drives the oil pump on an LT1 , carefull machine work on the LT1 intake could at least in theory allow the old style distributor to work. now I would NOT go through the trouble because the engine can be modifyed to run the newer LS1 style ignition useing a crank damper magnetic pickup and individual coils fireing the plugs or a setup like this http://www.diy-efi.org/diy_efi/projects/ddis/ddis1.htm http://www.electromotive-inc.com/

you guys will get a kick out of this thread on the vette site, seems some (Z) kicked a vettes butt and the guys surprised, hell anyone that stupid about power to weight ratios deserves to get beat! http://forums.corvetteforum.com/zerothread?id=381562

basic info some of the new guys might not know, sometimes a picture helps when your doing it the first time! you can drop the distributor in anywere it will seat on the oilpump drive and get it to work but the correct distributor placement will have the rotor pointing at the #1 cylinder itself in the block (first forward cylinder on drivers side) and the timing mark at TDC on the #1 cylinders compresion stoke, pull the plug on the #1 cylinder , place your thumb over the hole and rotate the engine with a breaker bar, whebn you feel compression start to build up your on the compression stroke, continue to rotate the engine to TDC, once your at TDC on the damper/timing tab , pull the cap on the distributor, it should be pointing almost at the #1 cylinder itself, if not you can loosen the distributor and remove it , turn the oil pump drive shaft with a large screw driver and test fit the distributor back in untill it is, once the distributor rotor points at the #1 cylinder on the block and the timing marks align the distributor may be partly tightened down untill final adjustment with a timing light allows you to set it correctly, 38 degrees total advance at about 3000rpm or about 6-8 degress initial advance at idle will get you started http://www.2quicknovas.com/happytiming.html http://www.73-87.com/garage/101s.htm

the stealth ram measures 10" from block rails to the top of the plenum, you should be able to lay a strait edge over your fenders and measure up from the front block rail and tell if you have the necessary clearance

THIS HAS BEEN POSTED BEFORE BUT NEEDS REPEATING HERE, I constantly get E_MAILS on this so heres some GENERAL TIPS on engine planing things to keep in mind! (1) your normally limited to makeing about 1.25hp per cubic inch of displacement unless expensive high rpm parts are used or power adders like nitrous are used the larger the engines displacement ,the easier it will be to make any power level, starting with a 283 or a 307 puts your at a distinct DISADVANTAGE compared to a 350 or 383, 400 size engine (2)hp= torque x rpm/5252 so..... 400 ft lbs at 3000rpm=228hp 400 ft lbs at 5000rpm=380hp get the IDEA, the higher in the rpm range you make max torque the higher your hp will average! (3)looking at cylinder head flow numbers ((.257 x cfm at max cam lift x number of cylinders = hp POTENTIAL)) so...you can normally make ABOUT a MAX POTENTIAL HP of 411hp with heads that flow 200cfm 514hp with heads that flow 250cfm 617hp with heads that flow 300 cfm (4)all parts in an engine MUST be matched as to the ONE rpm range that your trying to make max hp in..... if you mis-match the rpm range of the parts the results will be far lower than the lowest rpm level of the least effective parts! (5) by far the most comon mistake is buying DEALS on parts that don,t match the rest of the parts in yout engines rpm range or not matching all the parts in the engine to a planned rpm range (6) the cross over point between useing a dual plane intake and a single plane intake is approximately reached at 3500 rpm and 230 deg@.050 cam durration or put another way if your engine spends almost all its time below 3500rpm and your cam has less than 230@.050 durration a dual plane intake will work best, if you spend almost all your time with the engine spinning OVER 3500rpm and your cam has more than 230@.050 durration a single plane intake will be best. this of course assumes your smart enough to know that the cam durration must also MATCH the ENGINES intended RPM RANGE and youve matched all the parts to the cams rpm range(the cam is the brains of the engine and determines what rpm range all the other parts should match, so FIRST PICK the rpm range/hp goal, pick heads that flow enough air to meet that goal, pick a cam that matches that goal and pick all the other parts to match the heads and cam (7) youll gain about 3.4-4% in torque for each point in compression you gain so within limits a boost from lets say 8:1-11:1 would give you about an 11% boost in torque over the whole rpm range, that could easily mean a 30-50hp gain on a 350-406 chevy engine, and keep in mind that if your going to buy new high compresion pistons and get the assembly reballanced you should probably get a stroker crank and gain displacement and compression while your at it, example a 350 with flat top pistons with 8:1 cpr might gain 20hp by going to 10:1 cpr but by going to a 383 crank and 10"1 cpr a 40hp gain is more likely with no other changes and ALL other changes made later will also work better with the greater displacement (remember 1.25 PER CUBIC INCH)more displacement normally means more power all other factors remaining the same! here this will give you new guys some basic info cams http://www.newcovenant.com/speedcrafter/tech/camshaft/1.htm (theres 10 lessons ., read them all) http://www.howstuffworks.com/camshaft1.htm intakes http://victorylibrary.com/mopar/intake-tech-c.htm compression, http://victorylibrary.com/mopar/cam-tech.htm oil http://www.micapeak.com/info/oiled.html pistons/rods http://www.babcox.com/editorial/us/us20114.htm http://victorylibrary.com/mopar/rod-tech-c.htm http://www.engr.rutgers.edu/~llongo/8K.html headers http://www.geocities.com/MotorCity/Track/6992/vizard.html http://www.ssheaders.com/header.htm hp/torque http://www.carcraft.com/editorial/article.jsp?id=868 basics An internal combustion engine burns a mixture of fuel and air in an enclosed space. This space is formed by a cylinder that's sealed at one end and a piston that slides in and out of that cylinder. Two or more valves allow the fuel and air to enter the cylinder and for the gases that form when the fuel and air burn to leave the cylinder. As the piston slides in and out of the cylinder, the enclosed space within the cylinder changes its volume. The engine uses this changing volume to extract energy from the burning mixture. The process begins when the engine pulls the piston out of the cylinder, expanding the enclosed space and allowing fuel and air to flow into that space through a valve. This motion is called the intake stroke. Next, the engine squeezes the fuel and air mixture tightly together by pushing the piston into the cylinder in what is called the compression stroke. At the end of the compression stroke, with the fuel and air mixture squeezed as tightly as possible, the spark plug at the sealed end of the cylinder fires and ignites the mixture. The hot burning fuel has an enormous pressure and it pushes the piston strongly out of the cylinder. This power stroke is what provides power to the car that's attached to the engine. Finally, the engine squeezes the burned gas out of the cylinder through another valve in the exhaust stroke. These four strokes repeat over and over again to power the car. To provide more steady power, and to make sure that there is enough energy to carry the piston through the intake, compression, and exhaust strokes, most internal combustion engines have at least four cylinders (and pistons). That way, there is always at least one cylinder going through the power stroke and it can carry the other cylinders through the non-power strokes. http://www.howstuffworks.com/engine.htm

good point about the dynamic compression being important! heres how you figure that out, http://victorylibrary.com/mopar/cam-tech-c.htm http://cochise.uia.net/pkelley2/DynamicCR.html (the software program is at the bottom of the page) heres something about intakes http://www.bgsoflex.com/intakeln.html http://www.engr.colostate.edu/~allan/fluids/page4/effarea/effarea.html heres something about exhaust http://www.engr.colostate.edu/~allan/fluids/page7/PipeLength/pipe.html

things to keep in mind! (1) your normally limited to makeing about 1.25hp per cubic inch of displacement unless expensive high rpm parts are used or power adders like nitrous are used (2)hp= torque x rpm/5252 so..... 400 ft lbs at 3000rpm=228hp 400 ft lbs at 5000rpm=380hp get the IDEA, the higher in the rpm range you make max torque the higher your hp will average! (3)looking at cylinder head flow numbers ((.257 x cfm at max cam lift x number of cylinders = hp POTENTIAL)) so...you can normally make ABOUT a MAX POTENTIAL HP of 411hp with heads that flow 200cfm 514hp with heads that flow 250cfm 617hp with heads that flow 300 cfm (4)all parts in an engine MUST be matched as to the ONE rpm range that your trying to make max hp in..... if you mis-match the rpm range of the parts the results will be far lower than the lowest rpm level of the least effective parts! (5) by far the most comon mistake is buying DEALS on parts that don,t match the rest of the parts in yout engines rpm range or not matching all the parts in the engine to a planned rpm range (6) the cross over point between useing a dual plane intake and a single plane intake is approximately reached at 3500 rpm and 230 deg@.050 cam durration or put another way if your engine spends almost all its time below 3500rpm and your cam has less than 230@.050 durration a dual plane intake will work best, if you spend almost all your time with the engine spinning OVER 3500rpm and your cam has more than 230@.050 durration a single plane intake will be best. this of course assumes your smart enough to know that the cam durration must also MATCH the ENGINES intended RPM RANGE and youve matched all the parts to the cams rpm range(the cam is the brains of the engine and determines what rpm range all the other parts should match, so FIRST PICK the rpm range/hp goal, pick heads that flow enough air to meet that goal, pick a cam that matches that goal and pick all the other parts to match the heads and cam buy these FIVE books, it will be the best money you ever spent, read them, and you will be miles ahead of the average guy. HOW TO BUILD THE SMALL BLOCK CHEVEROLET by LARRY ATHERTON&LARRY SCHREIB . HOW TO BUILD MAX PERFORMANCE CHEVY SMALL BLOCKS ON A BUDGET by DAVID VIZARD . JOHN LINGENFELTER on modifying small-block chevy engines how to build & modify CHEVROLET small-block V-8 CAMSHAFTS & VALVTRAINS BY DAVID VIZARD SMOKEY YUNICK,S POWER SECRETS

here this will get you started, cams http://www.newcovenant.com/speedcrafter/tech/camshaft/1.htm (theres 10 lessons ., read them all) http://www.howstuffworks.com/camshaft1.htm intakes http://victorylibrary.com/mopar/intake-tech-c.htm compression, http://victorylibrary.com/mopar/cam-tech.htm oil http://www.micapeak.com/info/oiled.html pistons/rods http://www.babcox.com/editorial/us/us20114.htm http://victorylibrary.com/mopar/rod-tech-c.htm http://www.engr.rutgers.edu/~llongo/8K.html headers http://www.geocities.com/MotorCity/Track/6992/vizard.html http://www.ssheaders.com/header.htm hp/torque http://www.carcraft.com/editorial/article.jsp?id=868 basics An internal combustion engine burns a mixture of fuel and air in an enclosed space. This space is formed by a cylinder that's sealed at one end and a piston that slides in and out of that cylinder. Two or more valves allow the fuel and air to enter the cylinder and for the gases that form when the fuel and air burn to leave the cylinder. As the piston slides in and out of the cylinder, the enclosed space within the cylinder changes its volume. The engine uses this changing volume to extract energy from the burning mixture. The process begins when the engine pulls the piston out of the cylinder, expanding the enclosed space and allowing fuel and air to flow into that space through a valve. This motion is called the intake stroke. Next, the engine squeezes the fuel and air mixture tightly together by pushing the piston into the cylinder in what is called the compression stroke. At the end of the compression stroke, with the fuel and air mixture squeezed as tightly as possible, the spark plug at the sealed end of the cylinder fires and ignites the mixture. The hot burning fuel has an enormous pressure and it pushes the piston strongly out of the cylinder. This power stroke is what provides power to the car that's attached to the engine. Finally, the engine squeezes the burned gas out of the cylinder through another valve in the exhaust stroke. These four strokes repeat over and over again to power the car. To provide more steady power, and to make sure that there is enough energy to carry the piston through the intake, compression, and exhaust strokes, most internal combustion engines have at least four cylinders (and pistons). That way, there is always at least one cylinder going through the power stroke and it can carry the other cylinders through the non-power strokes. http://www.howstuffworks.com/engine.htm

btw that 119661 cam is on a 112 LSA

you did not say what size or compression that crate motor has so Im assumeing its a 350 with flat top pistons, the roller cam will have advantages, Im useing a crane #119661 hydrolic roller cam , it worked very well with a TPI intake and SLP runners before I swapped to a HOLLEY STEATH RAM , it was the wildest cam that did work with the TPI setup and it still works WELL with the STEATH RAM (but a slightly wilder cam would work better for racing now that Ive swapped as the HOLLEY STEATH RAM adds about 1500-2000 useable rpm to the engines breathing) http://dab7.cranecams.com/SpecCard/DisplayCatalogCard.asp?PN=119661&B1=Display+Card but keep in mind this cam is designed for good mid and high rpm HP, its NOT designed for a smooth idle and a great daily drive its designed to kick butt!! the engine will not idle smoothly but it will make good hp from 3500rpm -6500rpm http://home.earthlink.net/~hennad/bowtie.html you should be able to use all the stock roller cam stuff but check all your clearances carefully and talk to crane when you order the cam , ask lots of questions!!!! and don,t forget to check your rocker arm clearances also, btw 1.6 rockers are NOT a good idea as they add little or no performance and most likely get the clearances to close/tight use 1.5 ratio rockers btw my computer shows youll get about 440hp/456tq with that setup if everythings correct and a single plane intake like a super victor with a carb about 750cfm is about correct.(for anyone reading this with a similar combo that wants to use a carb) BUT YOU CAN GET BETTER FLOW FROM THOSE SLP RUNNERS AND TPI STYLE BASE BYE SIAMESEING THE RUNNERS FOR THE FIRST 2" AND OPENING UP THE PLENUM and runners

I live about 16 miles from a retardment center, we call it "cemetery villiage" the funeral homes send the ambulances by so often that they have a cork board in the wrecked center showing who won,t make bingo for they jello each week.personaly I hope I never get to be so out-of-it that bingo and jello are the high points od my life!!!!!!!!!!!!! these people have the right to vote, is it any wonder that fla has people that seem un able to get the voteing correct, hell half of these guys would vote for abe lincoln if he was on the ballot (ABE.... BEING SUCH A NICE NAME)(besides they THINK THEY remember voteing for him before!!!!

time to get 4-8 five gallon water bottles and start saveing your quarters guys they have not set a price yet but you just know it wont be cheap! btw for those of you that dont know , a five gallon water bottle holds about $3250 in quarters and no the bank won,t take them that way and no you cant lift it anyway , they want them rolled and labled at most banks, but if your a really good customer most big banks have machines that count and roll coins http://www.sallee-chevrolet.com/Sneak/Previews.html

http://www.stoptech.com/whitepapers/warped_rotors_myth.htm

GM debuted the XV12 Northstar prototype in the Cadillac Cien show car at the January North American International Auto Show. The powerplant, which features many advanced advanced technologies is rumored to be in the future of the STS, Escalade, and possibly a Cadillac supercar. Also to many's shock the engine has even been mentioned for use in a $100K Super Corvette! Below is GM's official release on the new engine. PEBBLE BEACH, Calif. - General Motors' innovative V12 concept engine, called Northstar XV12, showcases several advanced technologies in a fuel efficient, V8-like package. This all-new high-technology, high-output 12-cylinder powerplant, featured in the 2002 Cadillac Cien mid-engine concept car, is a 60-degree, all-aluminum dual overhead cam (DOHC) four-valve engine. It displaces 7.5 liters and produces 750 horsepower (560 kW) and 450 lb-ft of torque (610 Nm), yet is packaged in the size of a V8, and able to deliver excellent fuel economy. The engine has integrated advanced technologies for the future developed by GM Powertrain's Advanced Engineering, and assembled in a compact package that GM engineers refer to as "small on the outside, big on the inside." The Northstar XV12 represents a unique combination of a nod to the past and a glimpse of the future. "The Northstar XV12 provides a realistic look at what could power an assault on the high-end, premium automotive segment," said Fritz Indra, GM Powertrain executive director of advanced engineering. "At the same time it showcases a wealth of new technologies under development at GM Powertrain, many of which will eventually find their way into GM engines of all shapes and sizes." GM historically has had a vision to provide unmatched power, refinement, exclusivity and technical excellence in its powertrains. When GM's Cadillac division was solidifying its standing as the "Standard of the World" in the 1920s and 1930s, it did so powered by notable V12 and V16 engines. The Northstar XV12 is the same length as GM's Vortec 8100 V8, and it has the approximate width and height as the Northstar 4.6-liter and Vortec 6000 V8s. "The packaging was probably the biggest challenge we faced, because from the outset we wanted to fit the V12 inside the package of a V8," said Steve Kowalk, GM Powertrain project manager for the Northstar XV12. "We focused on keeping the size down to fit as many different types of vehicles as possible, while maximizing displacement, and then using Displacement on Demand to deliver the required power at all times. We also minimized cylinder bore wall thickness to 7 millimeters and used a rear cam drive to create a more compact package and enable a lower hoodline." GM's Displacement on Demand enables the V12 engine to run seamlessly on six cylinders at times to maximize fuel savings, and is only one of several technological advancements showcased on the Northstar XV12. Some of the high-tech features included in Northstar XV12's capabilities: Displacement on Demand The cylinder shutdown is enabled through valve deactivation, which is performed by a compact switchable tappet. Cylinder de-activation occurs on the right-hand bank only, which allows the engine to run as a perfectly balanced inline 6-cylinder. The system deactivation and reactivation has a quick response time and the oil system and solenoid layout allows valve switching capability at up to 6000 rpm. In May 2001, GM announced that it will implement Displacement on Demand in its trucks and SUVs beginning in 2004. Direct Injection Gasoline Using a direct-injection gasoline combustion system provides an increase in engine power and also improves fuel economy and cold-start hydrocarbon emissions. The multiple injection set-up also improves emissions and performance through faster catalyst light-off. The single fluid high-pressure fuel injector is centrally located in the combustion chamber, and sprays the fuel vertically down to the piston. Variable Cam Phasing The use of variable cam phasing helps the Northstar XV12 achieve 90 percent of its maximum torque at 1500 rpm, improves combustion stability at idle, improves fuel economy by reducing pumping losses and can be used to speed up catalyst light-off to significantly improve emissions. It provides internal exhaust gas recirculation (EGR), which is more reliable and cost-effective than an external EGR set-up. Variable Intake Manifold The Northstar XV12's three-stage variable induction system with tuned primary and secondary pipes results in a flat torque curve. It's a simple, compact and reliable design. Electric variable intake valve actuators enable rapid changes in manifold geometry over conventional pneumatic actuators. Rear Chain Timing Drive Many of the engine's accessories are run off the rear chain timing drive, creating opportunities for better packaging by eliminating the need for a front engine accessory drive and reducing the engine's overall length, as well as the height of its front end. The robust yet quiet-running chain drives the engine's camshafts, high-pressure fuel pump, oil pump, and hydraulic power-assist steering pump, and also has the potential to drive the water pump and air conditioning compressor.

thanks guys, Im still around , its just that you guys are doing fine and I see little reason to butt in if theres no obvious need! btw that wedding cost me way over $15,000 so I sure hope the marriage lasts and I get a few grand kids!

RightNowIDriveAFordFocus first thing youve got to do is get that engine running correctly, here read and learn. http://www.bob2000.com/carb.htm http://www.nastyz28.com/perftune.html http://www.centuryperformance.com/vacuum.htm http://www.bgsoflex.com/holley.html http://www.shockley.net/holley-jets.asp after you get it running correctly in its presant form, you can assess what needs to change

I build pontiacs fairly often heres just a few from the data base http://members.tripod.com/futom/id113.htm http://www.classicalpontiac.com./ http://www.performanceyears.com/ubb/Forum19/HTML/000486-2.html http://members.tripod.com/futom/id59.htm http://www.pontiacwarriors.com/ http://www.wedge.org/69bird/docs/455build.txt http://www.chiefmanyhorses.com/iacatalog/indian_adventures_catalog.htm http://www.krepower.com/ http://krepower.com/Heads.htm http://www.wauknet.com/douthitt/ http://www.pontiacpower.com/ http://www.execpc.com/~lewenz/ http://www.wallaceracing.com/techarticles.htm

olds chevy small block, quick check,? count valve cover hold doen bolts, chevy has only 4 per side , olds has more!

time for the cat to sleep wid da fishes as they say in the mob movies!

and just when it was starting to get interesting.......

here read this it might help, http://www.lt1intake.com/swapping.htm http://www.lt1intake.com/.

Power_Slave YOU CANT use standard 190cc AFR heads on a REVERSE COOLENT FLOW ENGINE BLOCK like the lt1 . the AFR LT4 heads are the BEST flowing heads available for the LT1s reverse coolent flow block. the LT1 intake and and heads are not the same or interchangeable with standard flow heads

look this stuff over, the lt1 needs a better cam and headers as a first step, then the next thing Id do is go for a stroker crank and pistions to bring up the displacement and compression, http://www.flatlanderracing.com/index.html Main >> Stroker Kits >> Chevrolet >> Small Block Engine >> 350 Block/ 383 cu. in. Forged call CRANE FOR THE CAM,and if you can afford them AFR makes nice ported LT4 heads, heres a much better intake,but without the ported AFR heads and a stroker kit its wasted money http://www.c-zone.net/markm/hogans/ http://home.tir.com/~steveher/lt4.html http://www.automotiverebuilder.com/ar/ar99928.htm http://www.thunderracing.com/ http://www.andrew.cmu.edu/~mjr2/cars/supernatural/ http://www.geocities.com/MotorCity/7610/dyno.htm

thats very easily repaired and its one of the reasons aluminum heads are superior to iron heads, most shops will throw out an iron head with that damage but an aluminum head can cheaply be welded up and re-cut fixing that with no problems other than the cost of the repair (normally between $150 and $275 from most shops depending on if you want the other heads valves done also when they rebuild/weld/repair that head)