Okay, I know this is a huge can of worms, but I thought I would try it anyway. What is your fream engine for the C3? A big block? Small block? GenII or Gen III small block? Let your imagination run wild! My only stipulation is that it be fuel injected. But if you were starting from nothing, which route would you go and why? Thanks!

 

Would have to be an LS-1.

 

I like what I have. A big block with a 8-71 blower, 12 pounds of boost, lots of horsepower and torque. It is carburated but that could be changed.
It cost only about $15,000 to build, get 12 mpg around town, never overheats, never fouls plugs and runs the same day after day.

 

A 4.5 bore 3.76 stroke (477 inches) version of Montys twin turbo 427. I would keep the cubes down a little (for a big block) to try and kill some of the massive torque of the twin turbos, and let it rev pretty high. That motor at 7500 rpms would sound pretty cool.

I would go with a big block mainly because I think they look better than a small block.

 

I'll let you know after the new engine is installed :D .

 

That is easy. 377 from 400 block and a 350 crank. Hi flow heads (AFR 195), roller cam, TPI with high-flow runners and intake and finally, a Paxton supercharger. Plenty of high revving fun :D


[Modified by 69stingray, 2:56 PM 3/8/2003]

 

The Kateck 427 LS1/6 engine. You desire fuel injection, yet I understand that there is a manifold for carb available which would be my preference. Easy 600 horsepower with roller cam and those beautiful high flowing heads.

Chuck

 

Just out of curiousity, why would you prefer the carb?

 

Last Ride,

I love the drivability of my ZO6; but, for a car to build, I love the simplicity of carburetion. FI is wonderful when you are trying to maximize mileage and emissions, yet you can get quite close with a carb if you plan on engine revs above 2500 for normal usage.

I have run Holleys for 30 years and have been very impressed with their tune ability and reliability. Once set up, they go and go and go. Just keep them clean inside and out. My evidence of this fact is the ability to get 15mpg at a steady 75mph cruise and still develop 483rwhp with the same settings on my L88. I don't believe FI would give me more than a 1 mpg advantage (if that) with the super long duration factory cam I am running. When they did the chassis dyno, the tech was very impressed with how smooth my power curve was. Click the url on my sig to see the dyno sheet. It is shown at the bottom of the section for my blue 69.

Computers, special fuel pumps, injectors, and software issues add to the complexity of the project if you run FI. Yes, I could do it and work with it, but I find it much easier to work with a relatively simple mechanical metering device. The throttle response of the Holley double pumper is just as immediate as the LS6. If highway driving meant cruising at below 2000rpm like the Z does, I would go with the FI.

Chuck

 

:iagree: I'm w/you %110. My 74 is a low buck pro tour. I've updated the engine w/hyd rol 6" rods and TFS heads. The Air Gap has to help. Stk ex man for now. Headers and X pipe after next smog The dual spals work perfectly to keep temps down on hottest days w/AC. The 750VS Demon was too much carb, would not run right and keeps breaking internally! They are sending me a 650VS. Do you know people in this area that can help me get the most from my engine? Stockton is not that far and I go to Santa Cruz regularly. I need people experienced w/carbs and old tech. TIA
Rick West

 

Chuck--
You make some pretty valid points. Going with a carb setup will also allow me to use the money elseware. The car will be a weekend warrior with a couple trips to the strip per year, but I also want to be able to drive it to car shows. I see on your website that you have a ROD 6-speed. How do you like it? I am still undecided on my transmission, but I heard that the ROD starts grenading at around 450 hp/450 ft. lbs. I also see that you are making substantially more than that. In any case, my initial reason for going with EFI was based on my experience with my current car (an L48 to LT1 conversion), so that might not be the most fair of comparisons! Thanks for the advice.

 

Last Ride,

The ROD 6 speed was the best change I made on the car. Period. I love the trans and shifter much better than my stock ZO6 setup. Before I ordered the Richmond I spent a good amount of time on the phone with Dean Scanhorn (sp?) at Richmond. Dean advised me to go with the .82 overdrive. He said the the higher O.D. gearing (lower numerically) was prone to break with high torque motors. Yes, it is a bit of a wrestle to get the trans mounted, but it was worth every frustration I experienced to get it properly installed.

For incredibly fast shifts without working the synchros one bit, I strongly recommend a light weight flywheel/pressure plate combination. I kid you not, the shifts are only slightly slower than you would experience with an automatic. All upshifts from 2nd through 6th gear are approximately 25% increases over the previous gear. In the amount of time it takes for you to say "snick", I have made the shift. Shifting more slowly would work the synchros and cause engine braking. With a 427 and 3.28:1 1st gear, pulling away from stop signs is a peice of cake, even with a long cammed motor like the L88.

Chuck

 

Chuck,
I looked through your website...AGAIN! Your comment about doing a paint job soon made me wonder- have you settled on a shop & a timeline for that? Just wondering :cheers:

 

Les,

The car is still "back burnered"! I haven't had time to change out the cam and all the other upgrades I have sitting on the work bench. I feel like the Jews who for almost 2000 years would say every year, "Next year in Jerusalem". But I guess it is better to be busy these days in the Bay Area. A lot of my buddies have way too much free time on the their hands, if you know what I mean.

Chuck

 

Chuck,
I hear ya- glad things are staying busy for you....and it's about time you upgraded that wimpy motor of yours. As I like to say- too much is never enough! :cheers:

 

I am pretty happy with the LS1, but I would have to go with a twin turbo version.


Someday...

 

That is a nice install for the LS1. Looking very natural in that engine bay. How do you like it? Any overheating problems or drivability problems?

 

Absolutely love it. By far, the best mod I have done to date. Drives very smooth and has a lot more power than my old 350hp 350. No issues with overheating or anything else for that matter. And the wow factor is great too.

 

That is the same comment from everyone who has switched to fuel injection regarless if it is a cool LS1, TPI or Edelbrock/Holley MPFI. I always thought a LT5 would be a neat swap. LPE has modified LT5's with impressive numbers.

 

Hell yes, it would be cool to have an LT5, especially one modified by LPE! The sad thing is, the pricetag on that one would be more than any of the motors mentioned thusfar, including the ZL1 fuel-injected BB! I think an all-out LT5 would still be around $30,000 NOT including the price it would cost to find a donor LT5. I guess I did say "dream engine", and the LT5 is definitely a great suggestion. I am waiting to hear back from World Castings, but it is starting to look like the most viable alternative would be some sort of LSx buildup (427 has some great nostalgia!) Now I just have to find a well-worn donor motor...