Wow. This is my kind of guy.
I am impressed he can keep it that noce with salt, road construction, etc
I have logged over a half million miles in 5 C4's:
1989: 43K (My first C4, under a cover and mint)
1986: 215K
1990: 190K
1992: 170K
1996: 1st supecharged car - looking for more power
>> I want to put over a 100K on a supercharged car, this give me confidence it can be done.
Driven daily in Chicago, including snow (Except my '89)
How much boost are you pushing on that car?
Heads/cam?
Any super charger head issues, oil changed earlier than 6K?
Looks like this would be close to 500RWHP on a Dynojet?
Last edited by HighMileage; 08-07-2009 at 02:17 PM.
Wow. This is my kind of guy.
I am impressed he can keep it that noce with salt, road construction, etc
I have logged over a half million miles in 5 C4's:
1989: 43K (My first C4, under a cover and mint)
1986: 215K
1990: 190K
1992: 170K
1996: 1st supecharged car - looking for more power
>> I want to put over a 100K on a supercharged car, this give me confidence it can be done.
Driven daily in Chicago, including snow (Except my '89)
How much boost are you pushing on that car?
Heads/cam?
Any super charger head issues, oil changed earlier than 6K?
Looks like this would be close to 500RWHP on a Dynojet?
Wow, no wonder you have the name you do!
We're at about 8 psi after the intercooler, as the intercooler is fairly restrictive.
No supercharger issues at all, it has been great. Oil isn't changed any sooner than the recommended 6k miles.
472 rwhp/495 ft lbs of torque on our Mustang Dyno would normally be about 40 to 50 rwhp higher on a Dynojet.
We have a Compstar stroker crank, Compstar rods, Diamond pistons, a pretty good size Comp Cam and Trick Flow heads on it. Bob
As far as intercooler heat issues go, for a given horsepower level, wouldn't the intercooler flow restriction be the same for a good flowing car with heads and cam and 8 pounds be the same as a lower flowing car (stock heads/mild cam) and more boost?
It would seem that for a given power level, a given amount of air will be necessary. The fuel will follow to maintain the AFR. And the flow and mass flow through the intercooler would then need to be the same at a given power level.
That's a nice car with good results, but....Its just a regular LT1 car. If it were in fact a ZR1 chassis, the rear of the car would be significantly wider than a LT1 or L98 car. I say this because it looks silly to publish such a claim on your website.
That's a nice car with good results, but....Its just a regular LT1 car. If it were in fact a ZR1 chassis, the rear of the car would be significantly wider than a LT1 or L98 car. I say this because it looks silly to publish such a claim on your website.
Thanks. I'm not a C4 expert by any means, but it seemed to me that back in the day GM adopted the ZR1 rear wide body look to the standard C4 by the last several years of the ZR1 production. I seem to recall that they were claiming that this killed the sales of the ZR1 as it did not look any different than the standard LT4. I'm not totally sure, but I'll look into it. Bob
Quote:
Originally Posted by HighMileage
Bob,
As far as intercooler heat issues go, for a given horsepower level, wouldn't the intercooler flow restriction be the same for a good flowing car with heads and cam and 8 pounds be the same as a lower flowing car (stock heads/mild cam) and more boost?
It would seem that for a given power level, a given amount of air will be necessary. The fuel will follow to maintain the AFR. And the flow and mass flow through the intercooler would then need to be the same at a given power level.
Very impressive car BTW.
It seems from what we encountered, that as we tried to run more boost we would see more before the intercooler, but the boost would be significantly less after the intercooler than what we were shooting for. We used and installed a lot of intercoolers on other cars and have never had this problem. I'll bet that if we went straight from the blower to the engine with the boost, and added a methanol injection kit, that the boost would be much higher. Bob
to this LT1. Look at the width of the bumper, third brake light on the hatch, etc. You can also see the difference in the width between the exhaust location and the side of the bumper.
The style is the same, but you cannot bolt a GM ZR1 bumper to an LT1 or L98 body because the quarter panels are wider on the ZR1.
The back end of the '90-'95 ZR-1 corvette is completely different from the doors back. The quarter panel skins are different as well to mate the traditional C4 front end to the wider rear of the ZR-1. The width of the ZR-1 is evident when you look at the license plate opening.
That car pictured on the EPP website is a regular LT1.
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