383 Build...The start of the Process (pics)
11-17-2008, 02:23 PM
#41
Le Mans Master
Uh huh, when they hear that cam....they'll know what's up.......
" Of course since '96 is OBD II, all they do is plug in and look for codes and make sure the correct flags are set. Fundamentally all this does is verify the sensors and PCM are operating correctly regardless of what is spewing out the tailpipe."
" Of course since '96 is OBD II, all they do is plug in and look for codes and make sure the correct flags are set. Fundamentally all this does is verify the sensors and PCM are operating correctly regardless of what is spewing out the tailpipe."
I put my 96 388 CID through OBDII testing with a 230/234 .612"/610" lift with 1.7 RRs, 113 LSA Compcam's XFI bump stick here in TX without a problem. I had a PCMFORLESS tune and the car passed without a hitch. Running 30# injectors, ported AFR heads and 58mm TB too.
The 113 LSA helped smooth the idle but the cam still talked.
The advantage I found with the 58mm TB on the 388 CID in my 96 was that with every incremental movement of the gas pedal, more air flows through the TB (as compared to a 52mm or 48mm) resulting in a greater seat-of-the-pants increase in acceleration. It may or may not result in greater HP or torque but the car FELT much stronger.
In fact, when I had a L98 415 CID engine in my 86 Vette I actually had to back down to a 52mm TB because the 58mm I was running actually made the part throttle acceleration TOO abrupt and, at times, almost unmanageable on wet pavement from a stop light. The car wanted to BLAST awayfrom a stopped position and passing another car was virtually effortless.
Just my experience.
Jake
11-17-2008, 02:57 PM
#42
Do you have a sound clip of that cam?
I put my 96 388 CID through OBDII testing with a 230/234 .612"/610" lift with 1.7 RRs, 113 LSA Compcam's XFI bump stick here in TX without a problem. I had a PCMFORLESS tune and the car passed without a hitch. Running 30# injectors, ported AFR heads and 58mm TB too.
The 113 LSA helped smooth the idle but the cam still talked.
The advantage I found with the 58mm TB on the 388 CID in my 96 was that with every incremental movement of the gas pedal, more air flows through the TB (as compared to a 52mm or 48mm) resulting in a greater seat-of-the-pants increase in acceleration. It may or may not result in greater HP or torque but the car FELT much stronger.
In fact, when I had a L98 415 CID engine in my 86 Vette I actually had to back down to a 52mm TB because the 58mm I was running actually made the part throttle acceleration TOO abrupt and, at times, almost unmanageable on wet pavement from a stop light. The car wanted to BLAST awayfrom a stopped position and passing another car was virtually effortless.
Just my experience.
Jake[/QUOTE]
I put my 96 388 CID through OBDII testing with a 230/234 .612"/610" lift with 1.7 RRs, 113 LSA Compcam's XFI bump stick here in TX without a problem. I had a PCMFORLESS tune and the car passed without a hitch. Running 30# injectors, ported AFR heads and 58mm TB too.
The 113 LSA helped smooth the idle but the cam still talked.
The advantage I found with the 58mm TB on the 388 CID in my 96 was that with every incremental movement of the gas pedal, more air flows through the TB (as compared to a 52mm or 48mm) resulting in a greater seat-of-the-pants increase in acceleration. It may or may not result in greater HP or torque but the car FELT much stronger.
In fact, when I had a L98 415 CID engine in my 86 Vette I actually had to back down to a 52mm TB because the 58mm I was running actually made the part throttle acceleration TOO abrupt and, at times, almost unmanageable on wet pavement from a stop light. The car wanted to BLAST awayfrom a stopped position and passing another car was virtually effortless.
Just my experience.
Jake[/QUOTE]
similar intake duration and lift but mines on a 109 lsa with alot more exhaust duration
11-22-2008, 01:21 PM
#44
Tech Contributor
Thread Starter
I'll try and keep this thread alive as I go. Not a whole lot of progress as things have been very busy at work. I did get a few of the misc little things taken care of.
One of the knock sensors was hanging on by a thread, so I cut that off and rewired it. Of course it's a bit easier than usual with an empty engine bay....
I use a DeWitts radiator with an integral oil cooler. In this pic you can see the -10AN lines that run to the sandwich adapter (fits between the oil filter and the offset adapter on the block)...
Also got my Secondary AIR block off plate from TPIS and installed that on my intake. People often ask about the LT4 EGR block-off plate. In this pic you can see it on the left. The TPIS plate is somewhat obvious...
I know that many have had issues with the BBK throttle bodies. I've used one for a long time with much success (better to be lucky than good!). I'm sticking with the 52mm for my build, so I cleaned it up....
Makes a better pic with it on the intake (although it's only loosely installed)...
Even though the car spends most of it's time on the track, I must be a closet waxer since I felt compelled to clean up the accessory bracket....
My new SPEC flywheel is on a truck headed my way. Should be here next week. I'll take some pics comparing it to the OEM dual mass flywheel.
My ATI balancer is backordered until December 5th
All for now.
One of the knock sensors was hanging on by a thread, so I cut that off and rewired it. Of course it's a bit easier than usual with an empty engine bay....
I use a DeWitts radiator with an integral oil cooler. In this pic you can see the -10AN lines that run to the sandwich adapter (fits between the oil filter and the offset adapter on the block)...
Also got my Secondary AIR block off plate from TPIS and installed that on my intake. People often ask about the LT4 EGR block-off plate. In this pic you can see it on the left. The TPIS plate is somewhat obvious
...I know that many have had issues with the BBK throttle bodies. I've used one for a long time with much success (better to be lucky than good!). I'm sticking with the 52mm for my build, so I cleaned it up....
Makes a better pic with it on the intake (although it's only loosely installed)...
Even though the car spends most of it's time on the track, I must be a closet waxer since I felt compelled to clean up the accessory bracket
....My new SPEC flywheel is on a truck headed my way. Should be here next week. I'll take some pics comparing it to the OEM dual mass flywheel.
My ATI balancer is backordered until December 5th
All for now.
11-22-2008, 01:32 PM
#45
Team Owner
Member Since: Oct 2004
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St. Jude Donor '05
nice...I like seeing a well detailed motor going together ie brackets all cleaned up, wiring/hardware the way it supposed to be, etc. Sign of things done right. Keep up the good work.
Oh and take a picture it may never be that clean again.
Oh and take a picture it may never be that clean again.
11-22-2008, 01:53 PM
#47
Team Owner
Looks super 
11-22-2008, 11:59 PM
#50
Tech Contributor
Thread Starter
11-23-2008, 12:13 AM
#51
Team Owner
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St. Jude Donor '05
Corvette central sells (or used to) a zincbased paint that looks about as close to fresh cast aluminum as youll ever get. Doesnt look "fake"
11-23-2008, 12:33 AM
#52
Burning Brakes
11-23-2008, 12:42 AM
#53
Heel & Toe
Member Since: Nov 2008
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Have been a "lurker" of the forum for years and finally got my hands on a 96 Collectors Edition LT-4 car that unfortunatley has zero oil pressure when it gets up to operating temperature . The best thing about that is it forces me to take it apart to fix it which means time to build it bigger . The car has high miles so it will need at least .030 bore and I am going with the Eagle stroker crank with balanced rotating assembly . Where I need advice is in the area of compression and cam choice . Will be keeping the stock heads and already have long tube headers and Borla exhaust . Any advice on a lighter rotating assembly would be welcome as well as I`m just starting to do my homework and wont even take the car apart until after Christmas . Thanks guys !!!!
11-23-2008, 12:28 PM
#54
Tech Contributor
Thread Starter
11-28-2008, 03:15 PM
#56
Tech Contributor
Thread Starter
11-28-2008, 03:44 PM
#57
Tech Contributor
Thread Starter
Got my SPEC steel flywheel Wednesday evening. Below are a few pics of the SPEC flywheel vs the OEM dual mass. The SPEC unit is ~12lbs lighter than the dual mass.
The SPEC flywheel hasn't been cleaned up, so it still has packaging residue on it...
Friction Surface...
Crankshaft side. If you look on the right side of the SPEC flywheel, you can see the weight that is added so that it can be bolted to a stock LT1/4 engine....
My new engine will be internally balanced, so I won't need the added weight on the flywheel. The weight simply unbolts and then you have...
The SPEC flywheel hasn't been cleaned up, so it still has packaging residue on it...
Friction Surface...
Crankshaft side. If you look on the right side of the SPEC flywheel, you can see the weight that is added so that it can be bolted to a stock LT1/4 engine....
My new engine will be internally balanced, so I won't need the added weight on the flywheel. The weight simply unbolts and then you have...
11-30-2008, 09:04 AM
#60
Drifting
I'll be interested to see how much power your setup makes. I'm going to be going down the same path sometime in the future. Any estimate on what the total cost is going to be?