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I LOL'ed a bunch. That absolutely sucks. I would shoot myself if I went through that and got a fuel level sensor code, or the tanks weren't transferring, or any other of the myriad of issues that often pop up after jacking with the tanks. I don't know that 320x2 + 465 would just drop in either. I don't have the Fore hanger but triple 320's barely drop in for me.
I can see the Fore site:
Unreal: Clicks Checkout button
Fore: You have selected triple Walbro 465's, are you sure you want to do this?
Unreal: Clicks yes
Fore: So you're aware how bad this is going to suck?
Unreal: Whatevs, I got this. /clicks yes
Fore: OK, please answer the following. If you answer yes to any of the below your order will be rejected:
Does your family have a history or mental illness?
Are you a rageaholic?
Do you store firearms within 50 feet of the garage?
Would you vote for Bernie?
Do you know what all battered women have in common?
Unreal: Raises eyebrow and clicks no
Fore: OK seriously, do you really need THIS MUCH fuel??
Unreal: chuckles and clicks Yes
Fore: Please type your name below verifying you have read and agree that Fore is not responsible for kicked dogs, punched babies, popped blood vessels, broken knuckles/wrists, damaged sheetrock, lawn mowers damaged from running over wrenches thrown into the lawn, or Corvettes sold on Craigslist sans fuel tanks for 1/100th of retail.
Unreal: U-N-R-E-A-L, OK!
Fore: Fine, but please discourage anyone else from trying to do this. And don't tell us we didn't tell you so.
Holy ****, that is pretty accurate.
There are a lot of tips/tricks, like loosening the plastic part to slide the pumps in, and sanding the inlet until it works.
Some progress over the week. I ended up getting the motor in last week. Definitely didn't go in as easy as the old one came out, but overall it wasn't that bad.
Aside from that, I started on working on getting the Fore system installed. Spent about 3 hours on it yesterday and got all three pumps in the bracket in the tank. I kept having trouble getting the fittings on fuel pumps to align with the threads on the Fore system. Pump #2 took about 30 minutes of fine tuning. Pump #3 is still a work in process. The pump is in the bracket as mentioned, but also having a hard time getting the fitting started. After awhile, I gave up and will probably mess around with it after work.
Got to get the fuel level float/sender in there too before going much further, otherwise it will never attach.
Good luck. I spent ~8 hours getting the last pump hooked up correctly. The 2nd one would go in just fine, but the 3rd didn't want to move.
Yes, the float is already in. That was the very first thing that I did. I had to stop last night because I couldn't feel my fingers anymore. They haven't worked that hard since I was in high school.
Good to hear that it wasn't just me being dumb. Will be looking forward to your full battle report once it is done.
My fuel level only goes up to 7/8th a tank after the fore triple, and I'm just living with it as there is no way in hell I'm pulling it apart to attempt to fix that.
We need to get t-shirts or something for "I survived a fore triple 465 install"
Good to hear that it wasn't just me being dumb. Will be looking forward to your full battle report once it is done.
My fuel level only goes up to 7/8th a tank after the fore triple, and I'm just living with it as there is no way in hell I'm pulling it apart to attempt to fix that.
We need to get t-shirts or something for "I survived a fore triple 465 install"
Welp, only about 45 minutes of messing around with the 3rd pump and I was able to get it in. Luck would have it though, that in the process of trying to get a good position on the pump, the small plastic piece that holds the float broke. So now I'm stuck waiting for a new sender to come before going any further. Hopefully it goes in just as easy as the broken one came out.
And when you get it connected make double/triple sure that the transfer hose isn't in the way of the float. Like stick a bore scope down there to make sure once the hat is in.
So, its been a little while since I have updated this. Car is still in the stages of going back together as time has been pretty limited this past month with finishing up my class work for my bachelors degree.
For the car, the entire fuel system is back in along with the rear end. First time the rear cradle has been in the car in over a year and a half. While I was in there, I changed out the wheel bearings as both boots where damaged (probably from doing the 15" spindle conversion a few months ago).
For the engine, had a lot of trouble with the drivers side header/turbo. First, the downpipe was too large to fit with my old line lock solenoid and hard lines. Since the car is probably not going to see much 1/4 racing, I yanked it out and replaced it with the OEM lines after waiting 2 1/2 weeks for them to show up. On top of that, the compressor side of the turbo wouldn't go all the way down due to the hardlines going into the ABS block. Even with moving it down about 1/2", I had to do some slight modification to fit the 6266's in. I think it'll be pretty difficult to fit anything much bigger, like a 6766, without moving the ABS block.
From here, pretty much all I have left to do is modify the power steering bracket, relocate the alternator, finish running the oil feed lines for the turbo, mount the cold side piping, drill the holes for the dump tubes and finish wiring the fuel pumps in. Should be able to fire it up this weekend.
Yeah looks like a cluster lol! GL! heat is going to be a challenge on that kit for sure.
Hoping to combat it as much as possible. The headers and downpipes are ceramic coated, wrapped with DEI heat wrap, and then additional coating over the heat wrap. I'll also be running turbo blankets to help keep everything in. Maybe a little overkill, but want to keep things as cool as possible.
Last edited by staticki; May 10, 2016 at 10:00 AM.
Hoping to combat it as much as possible. The headers and downpipes are ceramic coated, wrapped with DEI heat wrap, and then additional coating the heat wrap. I'll also be running turbo blankets to help keep everything in. Maybe a little overkill, but want to keep things as cool as possible.
Not over kill, it will help a lot but its still going to be extremely hot.
If you are running ethanol, go with the ID 1700s instead of the ID 2000s because the 1700s are made to handle that corrosive fuel.
Originally Posted by staticki
Hello all,
Figured I would start my build thread here as I have always enjoyed reading others.
I have a 2006 Corvette Z51 that previously had a A&A Si kit on it which put down 662/554. After driving it around for roughly a year with the supercharger I ended up shattering my differential at the track. After this, I decided to go on an all out build and took the car down for the past year.
With the shattered diff, I decided to replace it with a z06 TR6060 and a z06 diff. The TR6060 is stock meanwhile I had HPE (Hoosier Performance Engineering in Fort Wayne) rebuild the diff with brand new clutch packs, a billet pinion bearing support and driveshaft shop 300m shafts
For the motor, I picked up a unmachined LSX 6 bolt block. Internals will be a Dragonslayer crank, Callies Ultra H rods, -15cc Diamond pistons that are ceramic coated and ARP hardware through out to make a 408 out of it. Will be running Dart's LS3 6 bolt heads to complete the long block.
For the turbo kit itself, I have picked up a UPP z06 top mount kit. The kit came with the smaller 5871 turbo's that I am going to be switching out. Once I have the new motor in the car,as well as all the piping installed, I am hoping to get my hands on a PTE 6266 or 6766 to test fit to see if I can make it work. Otherwise, I am going to go with their larger hybrid turbos that they are *currently* developing (the 6182's are my last resort).
Fueling will be either a Fore kit ($$$$) or an A&A/ECS twin external setup with BAP's. Injectors will be the new ID1700 or their ID2000's. Everything will be controlled though ProEFI with their iBoost controller and will be tuning the car to run on 93 octane all the way to e98 with a flex fuel kit.
Parts starting to arrive
And the old motor is being pulled out of the vette to go to its new home.
Next up, the LSX block will be loaded up and dropped off at the builder in the next week or so. Hoping to have everything back together to make it down to TX2k in March.
