video of my blowerworks build c4.
Heres a youtube video of what Im working on tweaking around with now. Ive got it tuned real conservatively (19 degrees max spark advance and 10.5:1 AFR) as I make sure everything is working properly
Thank you to Greg@blowerworks for the tremendous customer service and support. I est. about 525 rwHp and 475 rwTQ - once I get all tuned correctly. http://www.youtube.com/watch?v=tCSLx...eature=channel http://www.youtube.com/watch?v=F1-O_...eature=channel http://www.youtube.com/watch?v=A9IdbRZgFLM note: ive since added the following changes since this video. 1. got rid of procharger intercooler since its more a flow restriction (doing so increased boost from 7.5 psi to 10 psi w/ same size pulley) 2. replaced stock 48mm TB with an AS&M monoblade TB. 3. put in a 4 gallon meth tank (in the rear w/ filler next to gas cap) vs. the 1 gallon washer reservoir. 4. added wideband o2 sensor data referencing capability via AC pressure sender 5. Built a bigger air box and had a custom, bigger K&N air filter installed mod list: 1993 corvette convertible, zf6, 60000 miles 6 point roll bar P600B @ 10 psi boost (3" diameter pulley) 8 rib custom blowerworks dedicated drive system Blowerworks ATI 6+8 superdamper harmonic balancer keyed to crank Blowerworks 'gaseous intercooling' kit (meth kit) w/ pressure solenoid mildly ported lt1 heads 218/228 @ .050 hotcam kit .525/.525 w/ 1.6 roller rockers custom 'ram air' supercharger air inlet scoop and airbox K&N custom 4" long by 5" wide cylindrical air filter. TPIS long tube headers 60 lb/ hr injectors (no FMU) walbro 255 l/hr in tankpump with hotwire mod ostrich w/ blowerworks base tune MSD 6 BTM AEM UEGO wideband O2 sensor Autometer electric boost pressure gage Autometer electric fuel pressure gage NGK TR6? gapped at .040 Taylor spark plug wires Fidanza lightweight aluminum flywheel SPEC stage III+ clutch Hurst short throw shifter Baer 13" eradispeed rotors (front) Hawk HP + pads DRM brake bias spring Earls stainless braided brake lines 1996 corvette grandsport rims (OE) Kumho V700 P275/45R17 fronts Kumho V700 P315/35R17 rears Daniel Stern Bosch e-spec headlights w/ 130 watt high beams. Note: stock pistons and compression. My goal is to see if I can make the stock motor last a few years and then build a forged 383 monster w/ ported aftermarket heads. Im even considering adding nitrous too on a window switch. I may spray a small 50 HP shot, at the starting line, and then have it kick off at 4000 RPM. The goal will be to provide starting line torque (to prevent bogs) and cool stuff down before letting the supercharger take over for high RPM stuff. |
Nice combination. Who is the vendor on the 6-point roll bar?
Dude, if that's a stock bottom-end LT1 I strongly doubt that you're at 525rwhp. I ran a completely stock LT1 (totally stock internals) with stock exhaust manifold, no intercooling, vortech intake track, 8-rib, 60# injectors, and 9psi... the combination put down 412rwhp on a mustang dyno (ADS of Chandler, AZ). That was with a vortech T-trim head unit (larger than the p600 you've got). 525rwhp ='s 590-620 flywheel horsepower! When I spoke to Greg (Blowerworks) and even TJ Wong, they said the most powerful (t-trim) c4 they had dyno'ed was a 383 with a healthy cam, AFR heads, no cats, and put down something like 650rwhp. You've got a good combination man, don't want to be discouraging. But, the heads, cam, stock bottom-end, smaller supecharger just don't add up to 525rwhp. |
You only picked up 2.5 lbs by getting rid of the intercooler?
When I spoke to ATI they estimated a 3-4 lb increse by switching to meth. This was with the P1SC not P600B. I have been considering a larger intercooler and 8 rib setup, was hoping to pick up more than 2.5 lbs. Also, did you notice any gains with the new throttle body, did you log yyou mass airflow increases? |
Originally Posted by HighMileage
(Post 1575256575)
You only picked up 2.5 lbs by getting rid of the intercooler?
When I spoke to ATI they estimated a 3-4 lb increse by switching to meth. This was with the P1SC not P600B.
Originally Posted by HighMileage
(Post 1575256575)
I have been considering a larger intercooler and 8 rib setup, was hoping to pick up more than 2.5 lbs.
Originally Posted by HighMileage
(Post 1575256575)
Also, did you notice any gains with the new throttle body, did you log yyou mass airflow increases?
|
[QUOTE=mnstrlt1;1575256027]Nice combination. Who is the vendor on the 6-point roll bar?
A guy in streetsboro, oh, did all the work at a decent price ($1k). He put the interior back together around it without butchering things up. [QUOTE] The only down side, I thought it would add more structural rigidity - around corners than it did.
Originally Posted by mnstrlt1
(Post 1575256027)
Dude, if that's a stock bottom-end LT1 I strongly doubt that you're at 525rwhp.
I ran a completely stock LT1 (totally stock internals) with stock exhaust manifold, no intercooling, vortech intake track, 8-rib, 60# injectors, and 9psi... the combination put down 412rwhp on a mustang dyno (ADS of Chandler, AZ). That was with a vortech T-trim head unit (larger than the p600 you've got). 525rwhp ='s 590-620 flywheel horsepower! When I spoke to Greg (Blowerworks) and even TJ Wong, they said the most powerful (t-trim) c4 they had dyno'ed was a 383 with a healthy cam, AFR heads, no cats, and put down something like 650rwhp. You've got a good combination man, don't want to be discouraging. But, the heads, cam, stock bottom-end, smaller supecharger just don't add up to 525rwhp. The mustang dyno's notoriously read 10-15% lower than a dyno jet. P600b is not a small blower, it has a 1200 cfm output, just like t-trim. Sure its not a D1-SC (1400 cfm), or the much vaunted vortech YSi / F1-R units, but its not a slouch either. Its only real issue is its crappy 3.10:1 step up ratio requiring a small pulley to make big power. On the flipside, you will hear less about people blowing supercharger parts all over the place on a p600b. Many people have many thosands (procharger says even 100000+ miles) on the p600b without any issues. Its gotten a reputation as being extremely reliable. |
With 10lbs boost and stock pistons I give you 435rwhp and 12 months of engine life before you start to lose ring lands. Lots of fun at that power level.
|
[QUOTE=dizwiz24;1575257750][QUOTE=mnstrlt1;1575256027]Nice combination. Who is the vendor on the 6-point roll bar?
A guy in streetsboro, oh, did all the work at a decent price ($1k). He put the interior back together around it without butchering things up. The only down side, I thought it would add more structural rigidity - around corners than it did. I'll have to dyno it and see, when I had a slipping belt on my p600b, smaller throttle body, procharger intercooler, and 15 degrees of timing taken out - due to knock retard, I made 441 rwHP and 444 rwTQ. (dynojet) - after 13 prior dyno pulls ! To be honest Im lucky the thing didnt blow up on the dyno due to heat soak (due to 13 prior pulls), high spark advance (26 degrees), and no meth injection at the time! The mustang dyno's notoriously read 10-15% lower than a dyno jet. P600b is not a small blower, it has a 1200 cfm output, just like t-trim. Sure its not a D1-SC (1400 cfm), or the much vaunted vortech YSi / F1-R units, but its not a slouch either. Its only real issue is its crappy 3.10:1 step up ratio requiring a small pulley to make big power. On the flipside, you will hear less about people blowing supercharger parts all over the place on a p600b. Many people have many thosands (procharger says even 100000+ miles) on the p600b without any issues. Its gotten a reputation as being extremely reliable. Regardless, the numbers that you put down with the previous combination are respectable! that's still 530+ flywheel horsepower! But still, with the minimal changes, you think you jumped 100+flywheel horsepower? If you can, dyno #'s would be awesome! |
Originally Posted by RVY
(Post 1575260761)
With 10lbs boost and stock pistons I give you 435rwhp and 12 months of engine life before you start to lose ring lands. Lots of fun at that power level.
I think my 1993 lt1 is some magical engine built by magical people. Not a monday or 'friday' built motor. The batches of steel, aluminum pistons, rods, and crank tested +15% higher then spec when they did an instron test on those steel lot samples, etc.. etc.. etc... Actually the only thing I hope is that if it does go, it doesnt destroy my block.... I dont know if 4 bolt main lt1's are easy to come by... |
Originally Posted by dizwiz24
(Post 1575265476)
I know....I hear this from everybody. Even the parts guys at my local NAPA store...
I think my 1993 lt1 is some magical engine built by magical people. Not a monday or 'friday' built motor. The batches of steel, aluminum pistons, rods, and crank tested +15% higher then spec when they did an instron test on those steel lot samples, etc.. etc.. etc... Actually the only thing I hope is that if it does go, it doesnt destroy my block.... I dont know if 4 bolt main lt1's are easy to come by... |
:lurk:
|
Updates?
Any updates or new videos? Just curious how its been running, I dream of charging my 96 one day.
Kevin |
Very cool, I'd like to hear more about the wideband data through the AC signal.
|
Originally Posted by simple green
(Post 1577135813)
Very cool, I'd like to hear more about the wideband data through the AC signal.
Dataloggting software usually logs ac press psi so you get wideband afr in terms of ac psi. You use a conversion factor (linear) to convert to afr |
Originally Posted by yyCorvetteyy
(Post 1577125726)
Any updates or new videos? Just curious how its been running, I dream of charging my 96 one day.
Kevin Banski rod end rear suspension parts dynomax lt1 corvette mufflers Heim joint swaybar end links The supercharger adds a great punch (esp top end) that makes it a real blast to drive |
383 vortech s/c
496 rwhp 540 tq..........10.96 in the 1/4 mile @ 124mph
http://i249.photobucket.com/albums/g...e/IMG_3072.jpg MOTOR CHEVROLET LT-1 STROKED TO 383 cu.in . POWER ADDER VORTECH S-TRIM V-1 SUPERCHARGER W/ 2.87 6 RIB PULLEY . AIR INTAKE TUBE MODIFIED BY BLOWER WORKS . INTERCOOLING BLOWERWORKS GASESOUS INTERCOOLING 50% METHONOL 10 GPH JET CRANKSHAFT EAGLE 4340 FORGED STEEL. 3.75 STROKE RODS EAGLE 6 inch ESP 4340 FORGED STEEL W/ FLOATING PINS PISTONS JE FORGED / DISHED .030 OVER BORE SPEED PRO RINGS COMPRESSION RATIO 9.5:1 CAMSHAFT COMP CAM LT-1 276 HR 14 220/230 @ . 050 540 LIFT LOBE SEPARATION 114.0 GM 1.6 ROLLER ROCKERS . SPRINGS AIRFLOW RESEARCH # 8017 HEADS GM LT-1 PORT MATCHED & POLISHED BLEND IN SHORT TURNS & BOWLS FLOWED 237.3 / 159 @ .550 LIFT VALVES MANLEY 1.94 /1.50 STAINLESS RACE FLOW HP VALVES THOTTLEBODY BBK/EDELBROCK 52 MM INTAKE LT-4 INTAKE PORTED & GASKET MATCHED IGNITION CRANE HI-6TR MSD IGNITION COIL MSD 8.5 MM WIRES PLUGS NGK IRIDIUM TR7IX GAPED @ .040 FUEL SYSTEM WALBRO GSS340M 255L/HR @ 43.5 LBS FEEDING WALBROGSL-392 IN-LINE BOOSTER PUMP INJECTORS FMS 42 LBS/HR EXHAUST TPIS 1 ¾ LONG TUBE HEADER, 3inch EXHAUST W/ X PIPE DYNAFLOW MUFFLERS TRANSMISSION 4L60E PTS SYSTEM BY LEVEL 10 2600 RPM 9 ½ INCH STALL SPEED CONVERTOR REAR DANA 44 W/ 3:54 RATIO SUSPENSION BILSTEIN Z-51 GAS SHOCKS UPGRADED REAR SPRING http://i249.photobucket.com/albums/g...e/IMG_3070.jpg car is for sale!! |
Sweet SC C4 guys would love to see more vids :) :cheers:
|
Originally Posted by dizwiz24
(Post 1575255507)
Im even considering adding nitrous too on a window switch. I may spray a small 50 HP shot, at the starting line, and then have it kick off at 4000 RPM. The goal will be to provide starting line torque (to prevent bogs) and cool stuff down before letting the supercharger take over for high RPM stuff.
|
Originally Posted by Lemme
(Post 1577334734)
I have been thinking about a similar setup. What do you mean by window switch and how will the NOS shut off at 4000 rpm? I was thinking about just having a push button on the steeing wheel that I could release a few seconds off the start line.
|
nice rides!
|
All times are GMT -4. The time now is 04:25 PM. |
© 2024 MH Sub I, LLC dba Internet Brands