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Why did the ZR-1 have to be heavier?

 
Old 11-10-2018, 04:53 PM
  #121  
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Originally Posted by 81c3 View Post
Well, since you seem to be very set on weight reduction, I would buy a base C4 and do what the others have suggested with building an engine to what you want. Dont buy a ZR-1 and start hacking it up to save weight...
Well, that's basically what they did with the ZR1 Snake Skinner

I think there are enough ZR-1s around not to make it a sin. Besides everything would probably be reversible anyway.
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Old 11-10-2018, 04:56 PM
  #122  
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Originally Posted by FASTAZU View Post
The top is plexiglass
Headers are lighter than the stock manifolds and cats, plus you get a performance boost.
The AIR system, and its components all parts of the emissions. Not AC.
Space saver spare.
Ok. I will have to google what is the AIR system and see if it's something I might want to keep.

But what would be your guess of how many lbs it would shave if all you suggested above was done? Thanks.
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Old 11-10-2018, 09:19 PM
  #123  
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AIR pump

This is the pump you also have plumbing and other related parts. If you live in an area that still has emissions testing you will have to keep it.

Last edited by FASTAZU; 11-10-2018 at 09:22 PM.
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Old 11-11-2018, 11:58 AM
  #124  
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Originally Posted by Zak2018 View Post
Isn't the $10K price on the site for the parts only, apart from the porting, excluding labor?

What video do you mean? Thanks.
Those are "TURN-KEY" prices - parts and labor on YOUR LT5 motor.

The video - no biggie, it just features a video showing my stock idle ~ 510 hp LT5. Smooth, no dual mass knock or trans rattle (single mass aluminum FW + sprung hub disc).
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Old 11-12-2018, 04:51 PM
  #125  
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Originally Posted by FASTAZU View Post
AIR pump

This is the pump you also have plumbing and other related parts. If you live in an area that still has emissions testing you will have to keep it.
Oh, so I definitely need to keep it.
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Old 11-12-2018, 04:53 PM
  #126  
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Originally Posted by Paul Workman View Post
Those are "TURN-KEY" prices - parts and labor on YOUR LT5 motor.

The video - no biggie, it just features a video showing my stock idle ~ 510 hp LT5. Smooth, no dual mass knock or trans rattle (single mass aluminum FW + sprung hub disc).
Oh, ok. So where do I see the prices for the parts alone, for those who want to do it themselves?

I don't think I saw the video you are talking about.
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Old 11-16-2018, 02:52 AM
  #127  
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Is there any thing behind the name change from ZR-1 to ZR1? Does ZR-1 even mean something actually? Thanks.
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Old 11-16-2018, 03:32 AM
  #128  
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Originally Posted by Zak2018 View Post
Is there any thing behind the name change from ZR-1 to ZR1? Does ZR-1 even mean something actually? Thanks.
It was originally ZR1 back in 1970.
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Old 03-12-2019, 06:51 PM
  #129  
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I would have to say my C4. Okay let me explain. I have a C6, a shelby cobra, a Z28. I love my C4. I don't get or care when people talk them down.
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Old 03-12-2019, 08:46 PM
  #130  
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This is the achiles heel of DOHC V8s. All else being equal, they breathe better but they are larger and heavier than a comparable cam-in-block engine of the same displacement.

The LT5 is actually small for 5.7L DOHC. Take a look at the modern Ford motors, they displace less than an LT5 and are physically larger than a BBC. The SBC was ancient when the LT5 came on the scene, but look what GM was able to do with the LS series. Lighter smaller and a ton of power compared to the competition.
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Old 03-12-2019, 10:28 PM
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Originally Posted by auburn2 View Post
This is the achiles heel of DOHC V8s. All else being equal, they breathe better but they are larger and heavier than a comparable cam-in-block engine of the same displacement.

The LT5 is actually small for 5.7L DOHC. Take a look at the modern Ford motors, they displace less than an LT5 and are physically larger than a BBC. The SBC was ancient when the LT5 came on the scene, but look what GM was able to do with the LS series. Lighter smaller and a ton of power compared to the competition.
I don't generally disagree with you. In particular, a DOCH is wider and has more weight up high (in the heads and cams) than an equivalent pushrod V8. However, the Ford Coyote is not even close to bigger than a BBC, and it's actually light. In comparison to an LS, it is wider by 2-3" (memory isn't exact), it's basically the same height depending on intake details, and it's 2-3" shorter. It's within 5-10lbs of mass, too. The basic bore spacing was originally designed for transverse front-wheel-drive applications. So the bores are small and close together, because length was really crucial. They didn't originally care about width at all since it would sit in the car sideways. Of course, that's why it's pretty limited on displacement, too. They are doing heroic things to get 5.2L out of a Coyote, whereas standard LS bottom ends can now be taken out to 468cid (7.7L). Now, the original LT5 was considerably bigger and way heavier than a Coyote, but of course they can be taken out to well over 400cid, and they make big power doing that.
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