LT4 Stingray!!!
Thread Starter
Drifting
Joined: Jul 2005
Posts: 1,646
Likes: 188
LT4 Stingray!!!
URL=http://s69.photobucket.com/user/TAKID/media/Mobile%20Uploads/image_zpsoobgowp2.jpeg.html]
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More info to come shortly....
Current Mod List:
Custom AFE Intake
Texas Speed CNC stock ported heads milled to 12.1CR
Texas Speed 1 7/8 LT's/no cats
Ligenfelter 2.38" Upper pulley (Stock is 2.56)
ATI Wet Sump Damper/ATI 8.09"Lower puller (stock LT4 size)
Ported Supercharger Snout/TB
Edelbrock Supercharger Coolant tank
E85 Flex fuel sensor
LS9 Map sensor/IAT
LT4 HPFP/Injectors
RX catchcan
Tuned with HP Tuners
Wanted to share what I have been working on during my weekends for the last month... First this is an LT4 blower setup on an LT1, not an LT4 crate motor, thought I would make that clear. I think the LT4 engine is an amazing engine, but besides the forged pistons, I actually like the stingray motor. The cam for the stingray has about 11 degrees more of duration over the z06 and with exhaust upgrades I like the LT1 cam even more, plus lets not forget compression jump. A good friend of mine sold me this entire setup for 1/2 what a C7 centri kit and 1/3 what a 2.3 eaton blower setup goes for. Setup has 2300 miles, and my friend upgraded to a procharger kit on his 15 Z06. So with many Z06 owners upgrading there may be lots of LT4 blowers for sale at GREAT prices, so maybe this thread will help. Sooo I decided to sell a very popular centri C7 kit I had to install this instead, goal is 700rwhp on around E50, but I have seen 750-800rwhp from this little blower MAXED out which is very impressive, especially considering they are making over 650rwtq at 2500rpms, that's a blast on the street. Plan to do some R&D with the fuel system capability and IAT measurements before swaping lower pulleys and spinning the blower harder
Factory LT4 spins the 1.7 liter blower to roughly 20,150 RPMS at 6400 RPM and I'm spinning it currently to 21,754 RPMS (8.09/2.38)=3.39x6400
Here is the pulley combo, did a little R&D for ATI on spacing for a wet sump vette with this supercharger, so if you need the spacer let them know... If you are a Dry sump the Z06 pulleys will work perfect.
Here are the ATI pulleys, blower speed can be increased past 25,000 pretty easy, just want to do testing with IAT/IAT recovery an fuel capability before spinning the little 1.7 that fast.....
Instead of redrilling the LT1 heads to accept the LT4 blower, I decided to make a spacer setup that bolts down using the LT1 bolt pattern which also has provisions for the LT4 blower. I used GM silicone to seal the 3/8 plates, and technically these SHOULD help slightly thermally and increase runner length slightly increasing tq production, but that's just an added benefit. Formato is a friend of mine and may offer these for individuals in the future.
Instead of using the LT4 Coolant pump and attempting to wire to the ECU, I decided to use the Edelbrock C7 kit Pump harness and coolant pump/bracket. Very easy to install pump powered through the evap system and alternator, no cutting, plug/play.
Also I decided to use the factory Z06 coolant tank in conjunction with the edelbrock coolant tank/bracket to double the coolant capacity over the stock Z06
[/URL]More info to come shortly....
Current Mod List:
Custom AFE Intake
Texas Speed CNC stock ported heads milled to 12.1CR
Texas Speed 1 7/8 LT's/no cats
Ligenfelter 2.38" Upper pulley (Stock is 2.56)
ATI Wet Sump Damper/ATI 8.09"Lower puller (stock LT4 size)
Ported Supercharger Snout/TB
Edelbrock Supercharger Coolant tank
E85 Flex fuel sensor
LS9 Map sensor/IAT
LT4 HPFP/Injectors
RX catchcan
Tuned with HP Tuners
Wanted to share what I have been working on during my weekends for the last month... First this is an LT4 blower setup on an LT1, not an LT4 crate motor, thought I would make that clear. I think the LT4 engine is an amazing engine, but besides the forged pistons, I actually like the stingray motor. The cam for the stingray has about 11 degrees more of duration over the z06 and with exhaust upgrades I like the LT1 cam even more, plus lets not forget compression jump. A good friend of mine sold me this entire setup for 1/2 what a C7 centri kit and 1/3 what a 2.3 eaton blower setup goes for. Setup has 2300 miles, and my friend upgraded to a procharger kit on his 15 Z06. So with many Z06 owners upgrading there may be lots of LT4 blowers for sale at GREAT prices, so maybe this thread will help. Sooo I decided to sell a very popular centri C7 kit I had to install this instead, goal is 700rwhp on around E50, but I have seen 750-800rwhp from this little blower MAXED out which is very impressive, especially considering they are making over 650rwtq at 2500rpms, that's a blast on the street. Plan to do some R&D with the fuel system capability and IAT measurements before swaping lower pulleys and spinning the blower harder
Factory LT4 spins the 1.7 liter blower to roughly 20,150 RPMS at 6400 RPM and I'm spinning it currently to 21,754 RPMS (8.09/2.38)=3.39x6400
Here is the pulley combo, did a little R&D for ATI on spacing for a wet sump vette with this supercharger, so if you need the spacer let them know... If you are a Dry sump the Z06 pulleys will work perfect.
Here are the ATI pulleys, blower speed can be increased past 25,000 pretty easy, just want to do testing with IAT/IAT recovery an fuel capability before spinning the little 1.7 that fast.....
Instead of redrilling the LT1 heads to accept the LT4 blower, I decided to make a spacer setup that bolts down using the LT1 bolt pattern which also has provisions for the LT4 blower. I used GM silicone to seal the 3/8 plates, and technically these SHOULD help slightly thermally and increase runner length slightly increasing tq production, but that's just an added benefit. Formato is a friend of mine and may offer these for individuals in the future.
Instead of using the LT4 Coolant pump and attempting to wire to the ECU, I decided to use the Edelbrock C7 kit Pump harness and coolant pump/bracket. Very easy to install pump powered through the evap system and alternator, no cutting, plug/play.
Also I decided to use the factory Z06 coolant tank in conjunction with the edelbrock coolant tank/bracket to double the coolant capacity over the stock Z06
Last edited by T/A KID; Feb 1, 2016 at 10:43 PM.
Thread Starter
Drifting
Joined: Jul 2005
Posts: 1,646
Likes: 188
Reserved for content
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Instead of wiring up an IAT2 sensor, decided to have the IAT in the MAF broken out and I installed the bung post rotor/intercooler beside the number 8 runner. This is the CTSV/ZR1 IAT and I updated the tune IAT table with new data to reflect this change.
For the MAP I used the LS9 map and installed this in the factory spot in the blower snout. Had an extension harness built for this as well. I plugged off the rear port that is normally used for throttle pressure sensor and I deleted the front boost limiter and drilled tapped the port opening to close it with a cap.
Here is a quick pic of the LT4 pump (top) and the LT1 pump (bottom)..... Few tricks I have in store to really let this rig make some power on the factory LT4 fuel system....
Below Is a pic of the LT4 valley, it has a 1 way check valve in this line (no crankcase boost) but allows LOTS of oil to go right into the blower, this is why many Z06 owners are getting oil in there supercharger system... I used my stingray valley, welded up the end and added a 6an fitting for crankcase ventilation. No Pic, but I welded up the factory opening on the blower. The 90 degree line goes directly to a cathcan with a 1 way checkvalve to the blower snout. This way the blower is still pulling crankcase pressure at ALL times but no oil is getting into the system now.
The stingray AFE intake I modified by adding the 2 quick disconnect fittings to the aluminum 4" inlet in the induction, routed on the bottom for a clean look. This is a Wet sump setup so each valve cover vents to one of these ports.
Reserved for content
Instead of wiring up an IAT2 sensor, decided to have the IAT in the MAF broken out and I installed the bung post rotor/intercooler beside the number 8 runner. This is the CTSV/ZR1 IAT and I updated the tune IAT table with new data to reflect this change.
For the MAP I used the LS9 map and installed this in the factory spot in the blower snout. Had an extension harness built for this as well. I plugged off the rear port that is normally used for throttle pressure sensor and I deleted the front boost limiter and drilled tapped the port opening to close it with a cap.
Here is a quick pic of the LT4 pump (top) and the LT1 pump (bottom)..... Few tricks I have in store to really let this rig make some power on the factory LT4 fuel system....
Below Is a pic of the LT4 valley, it has a 1 way check valve in this line (no crankcase boost) but allows LOTS of oil to go right into the blower, this is why many Z06 owners are getting oil in there supercharger system... I used my stingray valley, welded up the end and added a 6an fitting for crankcase ventilation. No Pic, but I welded up the factory opening on the blower. The 90 degree line goes directly to a cathcan with a 1 way checkvalve to the blower snout. This way the blower is still pulling crankcase pressure at ALL times but no oil is getting into the system now.
The stingray AFE intake I modified by adding the 2 quick disconnect fittings to the aluminum 4" inlet in the induction, routed on the bottom for a clean look. This is a Wet sump setup so each valve cover vents to one of these ports.
Last edited by T/A KID; Feb 1, 2016 at 10:44 PM.
Instructor
Joined: May 2015
Posts: 188
Likes: 6
From: FLORIDA
Reserved for content
Reserved for content
Instead of wiring up an IAT2 sensor, decided to have the IAT in the MAF broken out and I installed the bung post rotor/intercooler beside the number 8 runner. This is the CTSV/ZR1 IAT and I updated the tune IAT table with new data to reflect this change.
For the MAP I used the LS9 map and installed this in the factory spot in the blower snout. Had an extension harness built for this as well. I plugged off the rear port that is normally used for throttle pressure sensor and I deleted the front boost limiter and drilled tapped the port opening to close it with a cap.
Here is a quick pic of the LT4 pump (top) and the LT1 pump (bottom)..... Few tricks I have in store to really let this rig make some power on the factory LT4 fuel system....
Below Is a pic of the LT4 valley, it has a 1 way check valve in this line (no crankcase boost) but allows LOTS of oil to go right into the blower, this is why many Z06 owners are getting oil in there supercharger system... I used my stingray valley, welded up the end and added a 6an fitting for crankcase ventilation. No Pic, but I welded up the factory opening on the blower. The 90 degree line goes directly to a cathcan with a 1 way checkvalve to the blower snout. This way the blower is still pulling crankcase pressure at ALL times but no oil is getting into the system now.
The stingray AFE intake I modified by adding the 2 quick disconnect fittings to the aluminum 4" inlet in the induction, routed on the bottom for a clean look. This is a Wet sump setup so each valve cover vents to one of these ports.
Reserved for content
Instead of wiring up an IAT2 sensor, decided to have the IAT in the MAF broken out and I installed the bung post rotor/intercooler beside the number 8 runner. This is the CTSV/ZR1 IAT and I updated the tune IAT table with new data to reflect this change.
For the MAP I used the LS9 map and installed this in the factory spot in the blower snout. Had an extension harness built for this as well. I plugged off the rear port that is normally used for throttle pressure sensor and I deleted the front boost limiter and drilled tapped the port opening to close it with a cap.
Here is a quick pic of the LT4 pump (top) and the LT1 pump (bottom)..... Few tricks I have in store to really let this rig make some power on the factory LT4 fuel system....
Below Is a pic of the LT4 valley, it has a 1 way check valve in this line (no crankcase boost) but allows LOTS of oil to go right into the blower, this is why many Z06 owners are getting oil in there supercharger system... I used my stingray valley, welded up the end and added a 6an fitting for crankcase ventilation. No Pic, but I welded up the factory opening on the blower. The 90 degree line goes directly to a cathcan with a 1 way checkvalve to the blower snout. This way the blower is still pulling crankcase pressure at ALL times but no oil is getting into the system now.
The stingray AFE intake I modified by adding the 2 quick disconnect fittings to the aluminum 4" inlet in the induction, routed on the bottom for a clean look. This is a Wet sump setup so each valve cover vents to one of these ports.
Very nice I wanna do this as well. How much is the total so far without tuning.
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Thread Starter
Drifting
Joined: Jul 2005
Posts: 1,646
Likes: 188
Runs great... Pulled the blower off for porting and that was a month and half ago, just been busy with projects/tuning.
I will add that it's a pretty easy swap.. I used 3/8" thick adapter plates... Now have billet plates made with built in orings that are slightly thinner than .5". Had plenty of clearance with the 3/8 so I assume with the new plates it will as well (if not I'll space the cradle slightly)
I should note, I have a z06 hood on the car which is slightly taller..
Some updated info
The factory lt4 crank pulley is 8.0 I have an ATI Procharger 8.09 pulley which works perfect with a .507 spacer.
If using the LT4 ATI blower pullies you run a .687 spacer. ATI has them in 5, 10, 15, 20%. This is ONLY needed of running an Wet sump. If a dry sump the same pullies on the lt4 work (no spacers required)
The LT4 blower is great, can take a stingray into the 9s IMO pretty easy with traction and spinning the blower a little harder.
If I wanted to make more than 750rwhp them I would go a different route, but for OEM type power and reliability you can't beat this thing...
Thread Starter
Drifting
Joined: Jul 2005
Posts: 1,646
Likes: 188
Above is a pic of the new plates I have... I worked with a company called ICT billet and they did a fantastic job. Billet aluminum, o ringed for sealing to head, bolts down to lt1 heads using factory bolts and then the lt4 blower bolts to the spacer plate.
Last pic is what I used to put the blower back together after porting... (I disassembled the entire blower for this)
You can get the Eaton supercharger oil and blue high speed bearing grease online.. Technically your suppose to use anaerobic sealent, but "The right stuff" has never let me down. The lsa ls9 require 5.1oz of fluid. The lt4 requires 4.74oz
Syringe is needed to accurately install fluid
Last pic is what I used to put the blower back together after porting... (I disassembled the entire blower for this)
You can get the Eaton supercharger oil and blue high speed bearing grease online.. Technically your suppose to use anaerobic sealent, but "The right stuff" has never let me down. The lsa ls9 require 5.1oz of fluid. The lt4 requires 4.74oz
Syringe is needed to accurately install fluid
Drifting
Joined: Oct 2014
Posts: 1,802
Likes: 69
Runs great... Pulled the blower off for porting and that was a month and half ago, just been busy with projects/tuning.
I will add that it's a pretty easy swap.. I used 3/8" thick adapter plates... Now have billet plates made with built in orings that are slightly thinner than .5". Had plenty of clearance with the 3/8 so I assume with the new plates it will as well (if not I'll space the cradle slightly)
I should note, I have a z06 hood on the car which is slightly taller..
Some updated info
The factory lt4 crank pulley is 8.0 I have an ATI Procharger 8.09 pulley which works perfect with a .507 spacer.
If using the LT4 ATI blower pullies you run a .687 spacer. ATI has them in 5, 10, 15, 20%. This is ONLY needed of running an Wet sump. If a dry sump the same pullies on the lt4 work (no spacers required)
The LT4 blower is great, can take a stingray into the 9s IMO pretty easy with traction and spinning the blower a little harder.
If I wanted to make more than 750rwhp them I would go a different route, but for OEM type power and reliability you can't beat this thing...
I will add that it's a pretty easy swap.. I used 3/8" thick adapter plates... Now have billet plates made with built in orings that are slightly thinner than .5". Had plenty of clearance with the 3/8 so I assume with the new plates it will as well (if not I'll space the cradle slightly)
I should note, I have a z06 hood on the car which is slightly taller..
Some updated info
The factory lt4 crank pulley is 8.0 I have an ATI Procharger 8.09 pulley which works perfect with a .507 spacer.
If using the LT4 ATI blower pullies you run a .687 spacer. ATI has them in 5, 10, 15, 20%. This is ONLY needed of running an Wet sump. If a dry sump the same pullies on the lt4 work (no spacers required)
The LT4 blower is great, can take a stingray into the 9s IMO pretty easy with traction and spinning the blower a little harder.
If I wanted to make more than 750rwhp them I would go a different route, but for OEM type power and reliability you can't beat this thing...
I am a Wet Sump M7
I am lookin to be in the Low 10's possible high 9's down the road
But for now lookin for z06 power maybe slightly Faster Only thing missing is a lower pulley
So which ones do I get since I am Wet sump
He's selling the hole kit now all I have to get is the plates to make it fit and I'm pretty much set correct ?
Is there anything else I would need to Get
To make this thing go on and have no issues Custom plates yoult N were do I get them from
How would the blower fit on stock stingray Hood that's the main problem right now since u mentioned it
Last edited by Seannyc; May 20, 2016 at 02:40 AM.
Team Owner
Joined: May 1999
Posts: 34,551
Likes: 505
From: Auburn Hills MI
How much did it cost in comparison to another PD blower kit?
I assume you did this without price in consideration, more to see what it took to get it done since you obviously have a lot of mechanical and engineering talent.
I assume you did this without price in consideration, more to see what it took to get it done since you obviously have a lot of mechanical and engineering talent.