Reeeeeally? For 750whp from a LT1 isn't asking for much eh? Interesting!

 

yup

 

Well, we now know what our limit was on our 2014 LT1. Last week, the engine grenaded. Rest in pieces.

 

Oh no's! What power level? Details?

 

Here is what we know so far.. The motor was torn down, built and tested back in Dec of 2015. Our C7 was re-delivered to us on 12-23-2015 with its new guts (still stock cubes, 376). It was our "Chirstmas Present" for 2015. It ran strong and hard for the ENTIRE time we drove it. It never had a loss of power, funny noises, weird throttle response, jacked up idle, etc. It was perfect as far as we knew.

On my way back home from my local post office, a guy and his little kid pulled up next to me at a stop light. He gave his thumbs up of approval and I lightly blipped the throttle. He and his kid were both grinning from ear to ear. The light turned green as I drove normally off the line. At about 30-35 mph, I gave it a moderate amount of throttle. Without warning, BOOOOOM! Pop went the weasel. Chunks of my lower block littered the street.

That's where I am at right now. A lot of unknown data at the moment. Less than 36 hours later, I was on the phone with LME and Texas Speed and Performance. Since I knew my block was gone, I decided to go with a 416. I spoke with Bryan about my needs. I was very impressed with his attention to detail. However, after speaking to Derek, ultimately I decided to do a similar offering from Texas Speed and Performance.

I purchased TS&P darton sleeved 416 LT1 short block. With several different offerings on their short block, I opted for the following:

186-U17171 - Callies Ultra Billet 6.125' Ibeam
Connecting Rod Set, 4330V Forged

76-00106 - Joe Gibbs Break-In Oil, 15w-50
wt., 21 Quarts

186-5UO31T-MG - Callies Magnum 4.00"
Stroke Gen 5 LT1 Crankshaft, Dry Sump
4340 Forged

46-234-5802 - ARP Main Stud Kit, 2014+
LT1 6.2L

28-12638926 - 2014+ LT1 OIL RESTIRCTOR
PLUG (BARBELL)

28-19329617 - 2014+ LT1 BARE ENGINE
BLOCK

28-12656770 - LT1 Piston Oil Squirter
2014+ 8 required

28-11546665 - 2014+ LT1 ENGINE BLOCK
PLUG

28-1453658 - GM Transmission Dowel Pins

168-930228070 - Mahle Motorsports LT1
Gen 5 Piston Set, 416ci, 4.070bore,
4.000stroke, 6.125rod, 1.105c/h, .927pin, -22ccvol,
412g, 10.0c/r, 2618 Forged

168-6457147 - Mahle Upgraded HD Wrist
Pin for TSP Exclusive Piston Sets, Per Pin

25-TSPLT1VVT-3-10 - Texas Speed & Performance Gen
5 LT1 VVT-3 Camshaft w/ +10% Fuel Lobe: 235/239,
.645"/.635", 116 LSA, 112 ICL

333-25-315717 - LT Camshaft Core 5150

28-SDCrateSB - GM Engine Crate for Short-Block
Engine Assembly

28-SDCradle - GM LT Engine Cradle for Engine With
Oil Pan

In addition to my Texas Speed and Performance order, I am also purchasing a Cordes Performance supplemental fuel
system with the Lingenfelter HPFP.

My heads will be re-inspected and I will re-use those if all is
up to par. Texas Speed and Performance already did a
porting job on them.

...and a side touch. Just pulled my wheels off today and will have them powder coated a new color: Bengal Black w/ Prismatic Silver Sparkle. LOL!

 

Thats quite a build list! In curious why you did only a 10% lobe on the cam rather than going up to 32%? Even with the CPR fuel kit and the LFP HPFP I could still see a use for a bigger fuel lobe. Also how much power did you have on that setup before it blew? Was over 1000 wheel right?

 

We had a 32% fuel lobe on our VVT-1 cam but TS&P very specifically said if I used the Lingenfelter pump with my supplemental fuel system, do not get the 32% and only go with their 10% fuel lobe. Their recommendation was very direct and specific.

As for our previous level, yes, we were 1k+ rwhp.

 

Hmm interesting. I wonder how the stroke of the LFP HPFP compares to the Z06 pump. My guess is the stroke is the same and that they are being safe so they don't have to deal with lash caps. Thats better than putting the wrong one in thats for sure!

 

I'd be happy with 550 at the wheels without meth on pump gas.

 

Soooooooo... the saga is still evolving. Haha. I spoke with the guys over at Cordes and after a 20+ minute one on one conversation about their supplemental fuel setup for the LT1 / LT4 engines, the decision was made to change over my TS&P VVT-3 camshaft fuel lobe from a 10% to a 32%. I contacted TS&P and made the necessary fuel lobe adjustment to my cam profile. I will keep my LT4 HPFP in place for the moment but depending on my fuel needs, I will keep the Lingenfelter HPFP in mind. My question is, why is it a discouragement when running a Lingenfelter HPFP + a 32% increase on the fuel lobe? I've been on Lingenfelter's website and read the output of their HPFP is rated 10% more than a GM LT4 HPFP, yet Lingenfelter charges roughly $1500 for their pump and will not release any flow data. At this point, I refuse to pay for Lingenfelter's absurdly inflated and price gouging parts for a VERY minimal improvement in fuel system related components.

 

Well, The LFP HPFP pump is basically an LT4 pump that has been bored out 10% over. Thats it. Why do they discourage going higher than 10% fuel lobe? Like I mentioned earlier, it is more than likely due to the fact that they don't know how to properly spec the proper thickness HPFP lash cap, so they play it safe at 10%. Incorrect lash cap thickness when used in conjunction with a 32% fuel lobe and the LT4 HPFP (or their LT4 pump thats 10% bored over) is catastrophic in these motors. They bottom out the HPFP pump shaft, can sheer off the bolts for the pump and send the lash cap into the motor. Don't be fooled either, the lash cap is -required- whenever using a 32% fuel lobe and LT4 or better pump to provide proper preload on the pump.

I sort of wrote the book on lash caps for the LT1/LT4 and how to spec them properly after several members, myself included had lash cap problems, many of which were installed by these so called "professional shops". Check out the thread here:

https://www.corvetteforum.com/forums...learances.html

Ant 🐜

 

Hey Ant.. I read your lash cap article. Excellent read. I need to ensure my builder actually uses the info you've provided on my new build. I would hope they've already properly spaced for the lash cap but it never hurts to make sure it is properly done.

As for the Lingenfelter pump, I was just told from a well known C7 builder / business, that they've witnessed the death of a few Lingenfelter pumps within hours after installing the Lingenfelter 10% increased flow HPFP on a 32% fuel lobe cam. They said the issue is on the hard throttle to immediate throttle release under heavy acceleration.

 

Yep. Same exact thing happened to a couple forum friends of mine. They bottom the pump out and it kills it.. lol

 

Have estimated build time? Would love to check it out sometime if that's ok. I'm just east of Dallas and always up for a cruise in my new toy.

 

Yup. I’ve broken two before we got it straightened out. Shops just assume the lobe size is the problem when it reality it’s clearence.

 

What pistons, rods, and crank did you have in the motor that let go if you don't mind me asking? I can't remember from your original build..

 

We are hoping to get everything up and going by Thanksgiving 2017. As for checking it out... absolutely! We enjoy fun cruises!

We concede that we pushed our stock parts too far. We had the Wiseco / Vengeance Racing drop in LT1 forged pistons, stock crank, stock rods.. TS&P heads / cam package (TS&P VVT1 camshaft). 21.3 pounds of boost on our ECS 2200 blower + tons of meth, American Racing Headers, full Corsa Extreme exhaust, no cats, LT4 HPFP, beefed up bolts, springs, pushrods, etc.

 

Well it’s at least good to know that my VR drop ins, stock rods, and stock crank will handle a good 1000 to the wheels. Sorry you had to find the limits of them

 

Guess it was just a matter of time I suppose. We did a few very hard pulls during that motors lifetime but, by far, I would say we babied it. Even some of our friends would "razz" us because we had "all of that HP but never wanted to race anyone." ..haha. Quick little blips from 40 to 80/90 mph every few weeks was about as much as we would do. On the public streets, any hard acceleration attempts were pretty much pointless with that much HP on a set of Michelin PSS's.

This is a good forum thread to share other owners misfortunes in the sense of: Here is what I "had" engine-wise / modification-wise before it died. Hopefully current and future owners can take the information provided here and learn about LT1 / LT4 limitations.

On a side note, our 416 build is coming along. We think TS&P might have finally gotten our Callies Magnum crank back in stock and I've got to call Weapon X today on our upcoming fuel and drive pulley additions blah blah blah..

 

I am currently at 688 WHP. This has by far the best information I have come across yet. Thank you all for sharing your good and bads.