My appologies if this is too nooby a question, but I'm getting a bit jealous of the C5/C6 folks. It seems like all the easy supercharger options are aimed at them. My question is whether this is due to some inherant characteristic of the C4 & earlier engines or simply a question of supply/demand?

 

Supply and demand. C4's are at least 15 years old. Old technology, those with the money to spend on big items like superchargers have moved on to C5's and C6's. There are kits available however for C4's. Blowerworks, is one that caters to the C4 marketplace. As with any supercharger kit $$$$, but with Pete Carroll=quality and unmatched service or so I am told.

 

its supply and demand. Also, it is cheaper to boost a c5/6 than it is on a c4 - at least to do it correctly.

However, ill make an argument that the steel block of an l98 or ltx is a better platform for high levels of boost than any lsx platform. Reverse cooled heads (ltx motors) also work to your advantage.

One other thing the c4's have going for them (at least on my 93 lt1) is a fuel flow RETURN line. This makes it easier for fuel injectors to stay balanced. You will read about guys, on the c5/6 FI site installing a fuel flow return line to support big FI HP. Thats a mod we dont have to do !

lsx intake/head flow advantages are most noted on a N/A applications. While better flowing heads helps for FI, its not what you need to rely on. You can pulley down and make up for it.

If you want to hear about guys making crazy power with boost on sbc or ltx motors, dont look here. Go to the camaro websites. You will read dyno numbers that make you think you are looking at a c5/c6 forced induction part.

solid roller + boost... now you are talking.

 

Don't get to carried away there bud. Truck blocks count when talking lsx.

 

Thanks for your replies.

Supply and demand was the answer I was expecting but figured it didn't hurt to ask.

Like almost every other newbie 'how to get more horsepower' thread it appears the bottom line, for C4's at least, is $, time, and effort (or go buy something else). That's cool. I'm laying a foundation---got the factory shop manuals, am reading the fuel injection book, have Lingenfelter's book in my amazon wish list, etc. It's been a while since I've done any serious wrenching, though. I'll try making a rational decision when I really understand what's involved (I hope).

The c5 & c6 guy's have it easy, but they paid to get there, so good on 'em. If I really care a year from now I may join 'em. In the meantime I'm lovin' my C4 and dreaming.

 

That's the spirit. You will have to work twice as hard and pay more but you will still go just as fast

 

some of the kits are now cost more than the cars.

means small market

 

If just depends,what you want to do.4 years ago I put a forged 5.7 ls1 in my 1992 vette ran 11.70 with it n/a.Then 2 years ago I added a d1sc procharger with 14lbs of boost 620rwhp and ran a 9.80@135mph,2 months ago i went to 18.5lbs of boost and added meth dual nozzels,now i"m@852rwhp. The car is headed back to the chassis shop to get a roll cage and expect to run in the eights.Look a c4 official time slips for right now I"m the fourth fastest @9.80 also go to melrose headers web site my 9.80 run is in videos and if you go to c4 swap headers theres pictures of my car. Good luck with your choice. The car is still streetable

 

Thanks. Posts like yours certainly feed my newbie lust. CA emissions dampen my enthusiasm a bit, though---no headers for me.

 

Sounds like a good decision. 9.8's is a liter bike eater. Is that on an auto or a stick? what kinds of tires and did you have any driveline mods (gears, solid rear axle, etc.).

Id love to hear more about this build. What did you do for fuel pump(s)? Its nice the C4's have fuel return lines, unlike the later C5s and C6s.

just curious, did you know, at time of LSx install, that you would eventually go FI?

I trust you are making more power LSx than LTx, but its my understanding a built LTx (forged bottom end, lowered compression) is not necessarily a bad platform for FI with crazy levels of boost. While still not as good as worked aftermarket LSx heads, ported AFR heads close the gap to the LSx's superior head flows.

I can understand if you are building a road race car N/A. You want lightweight everywhere and LSx aluminum block is going to help you out.

Im trying to understand if I should also be considering LSx route sometime in the future. I may.

LSx advantages (for forced induction):
-more efficient heads
-non-siamesed exhaust ports (ie. you dont have those two center-exhaust ports butting up against each other creating a hot spot)
-better computer for tuning (if you also transplanted the ECM from the LSx donor car)

LTx advantages:
-reverse flow cooling
-extra bolt around each cylinder connecting the block to the head.
-iron block

 

right now I"m using a 4l60e level3 trans built by performabuilt rated for 800rwhp,a 3600 stall converter,ford 9" rear 3:50 gear with detroit locker 270/60/15 m/t et streets radialsfor the track<but 315/35/17 for the street for fuel I have a c4 zr1 fuel pump in the tank bracket with 2 walbro 340 pumps- 1pump primary and 2nd pump comes on @4 psi of boost #8 an feed line and #6 an return line feeds 83lb injectors summit fuel rails and aero reg. I"m looking @changing the trans to powerglide or 400 with 5000 stall and trans brake.Forgot to say using a stock ls6 intake used a 2001 fbody computer

 

drool.. drool...

thats an 8 second setup .....!!!