http://www.ls1tech.com/forums For the more hardcore LS1TECH residents en Sat, 21 Nov 2009 02:43:43 GMT vBulletin 60 http://images.ibsrv.net/ibsrv/res/src:www.ls1tech.com/get/forums//images/misc/rss.jpg http://www.ls1tech.com/forums http://www.ls1tech.com/forums/advanced-engineering-tech/1205476-co2-mod.html Mon, 16 Nov 2009 05:12:41 GMT I have researched on google and cant find anything. Has anyone ever heard of haveing a line going to a ball that is suspended in the middle of the intake line. With the ball being hollow, shooting Co2 into this ball and freezing it. Thus lowering the temperature of the intake air. Has anyone... I have researched on google and cant find anything. Has anyone ever heard of haveing a line going to a ball that is suspended in the middle of the intake line. With the ball being hollow, shooting Co2 into this ball and freezing it. Thus lowering the temperature of the intake air. Has anyone ever heard of this idea? Thanks ]]> Advanced Engineering Tech Rddragon http://www.ls1tech.com/forums/advanced-engineering-tech/1205476-co2-mod.html http://www.ls1tech.com/forums/advanced-engineering-tech/1205272-motor-ready-wot.html Sun, 15 Nov 2009 21:40:02 GMT These last few days Ive been breaking in my new motor. Its a LS6 with a stock crank and forged rods and pistons. It also has a FAST 92mm and TFS 215 heads 59cc for 12:1cr (with a little help from taller pistons). The cam is a 236/243 112lsa 4degrees advanced and comes alive north of 4000rpms. This... These last few days Ive been breaking in my new motor. Its a LS6 with a stock crank and forged rods and pistons. It also has a FAST 92mm and TFS 215 heads 59cc for 12:1cr (with a little help from taller pistons). The cam is a 236/243 112lsa 4degrees advanced and comes alive north of 4000rpms. This thing was put together really nice and tight since I need it to last. I just put 600mi on it and have changed the oil twice, to be safe, and have somewhat babied it. Ive taken it up to 4000 and then 5000rpm on nice steady strong acceleration to make sure the piston rings seal well, just not wot. She sounds great, no blowby or oil consumption and I can tell its gonna be fast. This is my first built motor I break in from new and Im wondering if it should be safe to give her a wot to see what she has. My tech also told me once the motor is broken in he'll add around 3-4degrees more of timing for a little more power. Cars at 18 degrees of timing and seems to like it with no detonation. So, what do you guys say? Time to punch it? ]]> Advanced Engineering Tech C5natie http://www.ls1tech.com/forums/advanced-engineering-tech/1205272-motor-ready-wot.html http://www.ls1tech.com/forums/advanced-engineering-tech/1202820-golf-ball-effect.html Sun, 08 Nov 2009 23:31:39 GMT we saw a ford sedan gain 11% gas mileage because of the aero advantage it provided. the basic principle being, i believe, the divets creating a slip stream by filling those divets with ar and therfore having the air against air instead of the surface of the car. so.. why, at the right scale and... we saw a ford sedan gain 11% gas mileage because of the aero advantage it provided. the basic principle being, i believe, the divets creating a slip stream by filling those divets with ar and therfore having the air against air instead of the surface of the car. so.. why, at the right scale and placement, couldnt it work for engines?

it seems odd, but from the wind tunnel tests they showed it cut turbulence down and directed the air in a smoothed out the air flow. it seems that if you created a cushion of air for the air to move on it wouldnt negatively effect the engine? ]]> Advanced Engineering Tech Wnts2Go10O http://www.ls1tech.com/forums/advanced-engineering-tech/1202820-golf-ball-effect.html http://www.ls1tech.com/forums/advanced-engineering-tech/1202108-c5r-experts-only-tough-questions.html Sat, 07 Nov 2009 02:29:29 GMT Before this incredible piece of GM racing history slips off into oblivion there are a few things I'd like to know. If I can't get the answers here, I'll give up. I'm talking about the 427 and not the earlier smaller version.

First, when was the first engine (working prototype?) built? I know Schwartz (?spelling) built the blocks and even the C5R heads but they did not (I asked them) finish the heads. Who did? Katech says it's not them. Who prepared the heads for final use?

The piston? When and who built and/or designed the first ones? Diamond? JE? Maybe Schwartz again?? And is there a difference in the C5R 427 piston and any other GM 4.125" piston? In other words would the piston you would put in a sleeved LSx engine be the same or would the C5R not clear the reluctor ring or whatever? How much difference between the C5R piston and the LS7?

Who was the first piston builder to make them available and when? I think this was in '01 but not sure. Again, is there anything unique to the C5R piston that would make it applicable to only the C5R or is it still an off the shelf piece.

Any other historical facts of links would be appreciated. thanks ]]> Advanced Engineering Tech grb http://www.ls1tech.com/forums/advanced-engineering-tech/1202108-c5r-experts-only-tough-questions.html http://www.ls1tech.com/forums/advanced-engineering-tech/1200355-overlap-vs-drivability-vs-exhaust-restriction.html Tue, 03 Nov 2009 03:25:29 GMT Another question for my genious members lol.

I really need to understand why are our stock motor C6 Z06's (3 in total) are running (cruise - partial throttle and idle) better with 11-15 degree overlap cams with a restriction in the exhaust, in this case exhaust baffles closed vs open.

We kept trying this yesterday, opening up the valves increased the surge, and closing them smoothed the car throughout the range its definitely noticeable. We we logging using HPT as well, there was nothing changing on the scanner view however.

I for one thought it should be more like the opposite, I was thinking maybe a restrictive intake would smooth a cam's overlap, since reversion would be - by a certain amount - less.

Let me put this in one sentences:

- Does having a restrictive or less restrictive exhaust or intake smooth out drivability with a decent overlap cam. ]]> Advanced Engineering Tech ayousef http://www.ls1tech.com/forums/advanced-engineering-tech/1200355-overlap-vs-drivability-vs-exhaust-restriction.html http://www.ls1tech.com/forums/advanced-engineering-tech/1200346-max-cr-vs-intake-flow.html Tue, 03 Nov 2009 03:17:02 GMT I dont know why this topic came to mind, but ill dare ask. I simply want to know if restricting an engine on the intake side (all else equal) would allow for more static CR on a street car say under cruise conditions only (talking about ~12.5:1) and enable it to run more timing advance?... I dont know why this topic came to mind, but ill dare ask.

I simply want to know if restricting an engine on the intake side (all else equal) would allow for more static CR on a street car say under cruise conditions only (talking about ~12.5:1) and enable it to run more timing advance? neglecting WOT in the question. ]]> Advanced Engineering Tech ayousef http://www.ls1tech.com/forums/advanced-engineering-tech/1200346-max-cr-vs-intake-flow.html http://www.ls1tech.com/forums/advanced-engineering-tech/1200298-piston-wall-clearance.html Tue, 03 Nov 2009 02:11:23 GMT my friend had an lt1 383 built at the local speedshop. it has used lots of oil since day 1,.....like 1-2 qts a week. the motor has an hrc 4340 crank, compstar 6'' rods, and ross forged flat tops. we pulled the heads off & noticed right away the pistons rocked a little excessive in the bores. the pistons mic 4.025 and the bores are 4.031-4.0315, and round within .0007. the top ring gap was .022. 2nd ring was about .023.
the motor gets TONS of blow by in the oil. the cylinder walls look fine.
what should the piston to wall be? it leaked down 70%. and im pretty sure the heads and gaskets were sealing. any ideas? ]]> Advanced Engineering Tech nickp http://www.ls1tech.com/forums/advanced-engineering-tech/1200298-piston-wall-clearance.html http://www.ls1tech.com/forums/advanced-engineering-tech/1200223-more-100-ve-possible-without-fi.html Tue, 03 Nov 2009 00:24:13 GMT Does NASCAR achieve more than 100% volumetric efficiency under any conditions? Is it possible? Does NASCAR achieve more than 100% volumetric efficiency under any conditions? Is it possible? ]]> Advanced Engineering Tech grb http://www.ls1tech.com/forums/advanced-engineering-tech/1200223-more-100-ve-possible-without-fi.html http://www.ls1tech.com/forums/advanced-engineering-tech/1199900-i-need-cad-drawing-6-0-flanges.html Mon, 02 Nov 2009 05:55:33 GMT I need to cut some truck manifold flanges and if any one has the spec's it would be very helpful thanks in advance. ]]> Advanced Engineering Tech F-Body_Kustoms http://www.ls1tech.com/forums/advanced-engineering-tech/1199900-i-need-cad-drawing-6-0-flanges.html