I can't start the darn thing though because I'm working on some guages, and there are wires everywhere. The whole job was fairly easy, if not time consuming.

I was just going to do the intake, but since everything was off, I went nuts. The intake is siamesed 1.25 inches, plus a little bit taken off of the runners, I didn't measure, but I'd guess another .25 inches. I took the mating surface between the runner tubes and runner mounting down to smooth the airflow out of the plenum. The surface is perfectly smooth now. I cut the plenum up pretty good. I can't wait to see how she runs. I also deleted the EGR valve, EGR Solenoid and EGR input tube.

I'm in the middle of a tach/oil pressure guage install. I think I've got it figured out so the stock oil pressure guage will work as well as the new one.

Here's a couple of pics of the intake, her, and her stable mates







[Modified by NoWorries, 3:00 AM 5/29/2002]

 

 

My only tip is to gasket match the intake/runners before installing the manifold, it got kind of difficult to make the runners match the manifold with the manifold on the car, but I'm pretty sure I got it right. :smash:


[Modified by NoWorries, 3:08 AM 5/29/2002]

 

Looks good bud :yesnod:

 

When will you be finished. I'm very interested in how it will work because
I have to get intake off again and I'm not sure if I should do siamesing or not.

What should happen with EGR deleting.

BTW, vette looks good.
:cheers:


[Modified by Sliding, 12:27 PM 5/29/2002]

 

Looks really good.

PS: I wish I had a garage like that. :cheers:

 

Did you do any "before" dyno runs or 1/4 mile runs? Curious how the low-end torque will be affected.

BTW, how do they get the helicopters in the garage?

 

[QUOTE

BTW, how do they get the helicopters in the garage?[/QUOTE]

Haven't you ever seen Airwolf?, they fly 'em in, :lol: it wuold be too much work to put on dollies and roll 'em in.

 

Sliding, I should be done by tonight. It would have been sooner, but I had some very pressing work issues that took up both of the last two days.

With the EGR deleting, there will definitely be some retuning involved. As far as I can tell, it comes into play in highway mode to slightly improve fuel economy/emmisions. With it deleted you'll need a retune, which I will be doing hopefully soon. Until then, you have to give the '87 computer quite a bit of time to learn the new fuel curve without a retune. With your newer computer, it would be better/quicker tuning. My car I have to start at 64 mph steady cruising and slowly work my way up to 75 to give the computer time to realize its not getting extra fuel from the exhaust.

I'll let you know the results as soon as I get them.

85_Dave, I didn't do any before testing, other than seat of the pants and realizing my car was suffocating over 3,900 rpms. 65Z01 has done some research in the 1/4 mile, and his short times did suffer minorly, torque will definitely be affected, because you're taking away the very minor supercharging effect of the long-tubes.

We move helicopters into the hangar on a set of wheels, we also have a dolley, but it takes a long time to setup. They're pretty light.

http://www.corvetteforum.net/c5/nowo...echopper.shtml

 

I hope you get some decent results. I finished my crossfire runner mockup and did some air flow testing. I was able to determine what cutting different amounts of the runner does to the tuned runner length. The most interesting result was that by cutting out 23% of the wall i was able to create the effect of having 77% larger runners. I've also determined what amount of runner to cut out to obtain what ever torque peak i want.

Hoping to get the runners cut in 2 or 3 weeks, when the rest of my upgrade parts show up.

 

Wow, that is really a great gain you've found. Hopefully it will be the same in real life. I got everything buttoned up tonight, but unfortunately something is wrong, I'm guessing the distributor is one tooth off. I wish now that I hadn't put the valve cover on before testing it. As soon as I can get somebody to crank while I've got a timing light on it, it should be drivable. That should be tomorrow morning. I got my guages in, they're pretty cool, I don't know yet if they work though.

 

How about an update?

 

I can't wait to see your results.
I've got manifold down as we speak.


Sliding


[Modified by Sliding, 3:49 PM 6/1/2002]

 

Just want to let you guys know I haven't forgot about you. Hopefully within two hours I'll have somebody that can crank while I check the timing, and hopefully it'll start.

 

Hey Dude,
Just wanted to let you know Im impressed with the work youve done all along with the car.Really impressive.Look forward to the results and hope theyre really good.
Keep us posted on how it all turns out.
:)

 

Thanks Bill. :) I'm really proud of myself. You remember when I first got the car I was flipped out by a spark plug change.

About the intake.

HOLY JEESE! This is awesome! The last time I drove the car, was at 1,300 ft, and it screamed down there. The distributor then proceeded to eat the drive gear. So I towed it up North, to the Grand Canyon, 6,400 ft. Then I did all of this intake work.

The car refused to start. I had no spark. After checking everything twice, valve movement through the filler, power to the coil, plug wire plugged in. I condemned the computer. But I decided to pull the coil to see if a connector was plugged in backwards or something. The possitive wire was completely sheared off. So I soldered that up, and it would run, but barely. I had to really advance the timing to do so. It ended up being a tooth off. So I got that all fixed, and it fired up.

The first thing I noticed is hesitation off idle. My timing is at 7 degrees BTDC. I'm not sure whats causing the hesitation. A thought is the surge of air when the blades open. In Aviation, we call it a Compressor stall, and I'm afraid thats what it is. After it gets over that hesitation, it really gets up and goes.

In Phoenix(1300 feet), it would smoke the tires for about twenty feet. Nothing special. I attributed that to it suffocating, and the stall converter getting it out of the power too quick. I nailed it coming out of the airport, easily 70 feet of spin, at 6,400 feet. Its really late because of that coil problem, and there are deer and elk out, so I let off after it finished spinning. I don't think the siamesing helped much over 4,400 rpms though, but below that, look out!

I'll be able to do some more tests tomorrow when I can actually see whats on the side of the road. :smash:



My guages are sweet too, they're not fully installed, but I love how quick they are.

 

Another thought I had, that I'm not gutsy enough to try, was to gasket match the intake manifold with the heads.

As a final precaustion, although I knew nothing was in there, I stuck a magnet all the way up to the valves to make sure I didn't drop anything in. On the way in, it was smooth, but on the way out of every port, it would get considerably hung up on the lip of the intake manifold.

I've heard several reasons for this, most people agree that it is to quell intake combustion. I'm sure that was a problem with Carb's, but how much of a problem is it with Fuel Injection? If somebody's got a test manifold lying around, might be worth a try. I'm too scared to do it though. ;)