FINALLY I CAUGHT YOUR EYE!!
Originally posted by 69MyWay
Ken, ken, ken, ken, ken...........................
Okay man, I feel your passion here for some speed and prestige, but let's get it all straight so we know what you are doing.
1. Goal:
Sounds to me like you want more power that is reliable, occasional Autocross, bragging rights, and mostly getting big grins from raising the hood....am I on track?
2. Budget:
Not limitless, but plenty of green backs committed to getting the job done right.
3. Plan:
Are you going to install yourself?
:nono
Take it to a tuner shop to finish it up?
4. How are you going to measure the results: Dyno numbers, track numbers, seat of the pants punch, competition driving, giggles and grins at the local car show?
:cool
A couple of things you really need to consider starts out with the computer in the car. With all the stuff you are doing you really should look into getting another computer (try Haltech) so that it can process the new information and have the flexibility to adapt to the changes. Otherwise, stick with a complete package from one supplier that goes from crank to throttle body so that you have a solid expected outcome and can get some help over the phone if it does not work right.
If I was doing this myself I would stick with putting parts together based on the research and design work of T.P.I.S. They have been the leaders for years now in this market. Lingenfelter is really in my opinion more tuned to the fellow with the new car and the latest stuff, after that they loose interest and move on. TPIS is always reinventing themselves.
The GM crate motors are great, but you are forced to put on a different intake manifold which then affects everything. Like I said, TPIS has done the most research that I have seen in this field so they can tell you what does and does not work on those crate engines. In any event you will have to park your current intake as it is no good for anything over 285 hsp or so without some kind of forced induction.
Sorry for the book, you should expect if from me by now.
Man, I can't wait to meet up with you at one of the 50th anniversary celebrations in 2003. That car is going to be wicked no matter which one of the choices you have mentioned.
Ok, enough of the simple smilie responses, time for some words I guess.
First off, instead of being sorry for what you call the "book" Chris, you should know that I am very thankful for the in-depth feedback.
You are correct in assuming that the "giggle and grin" factor is high up there on the list of priorities, that's why I don't want less than 400 hp (at the rear wheels if possible). And reliabilty is key as well, a good reason for the answer to question #3
"Are you going to do it yourself..." It also, as you and others have mentioned, ensures not only a well-balanced engine match-up, but it increases the likelihood of having a
reliable package as well.
I do want to take it back to the track a time or two, and maybe I'll try my hand at some autocross, but I sure would like to make at least one pass through the quarter-mile before I die.
The budget ain't "limitless", but I do have some freedom. If I pursue this avenue of build-up, I'm probably looking at 25K or so, when all is said and done. Am I too shortsighted here?
Unless I can come up with another reputabl;e Corvette shop that would be willing to work with me on this, it'll probably be Guldstrand. He hasn't a problem with Lingenfelter, but I didn't talk to him about TPIS.
The original plan called for a GM Performance "Fast Burn 385" crate, with a swap to the "HOT" cam and 1.6 rockers, but then I started thinking about the "G&G" again, and
Sallee was again. Then it was TPIS, then Lingenfelter, so you see I ran the gamut from a base price of around $3999 for the base crate motor, all the way now to 13K for the LPE L98 383 (EFI) engine. Did you see those numbers!
440/480!!
Keith's got a point about the rest of the drivetrain. The transmission will be dealt with at this time as well, probably the ROD six-speed, although I have yet to decide. Will the ZF take that power? John (JHL) suggested the sequential trans from Quaiffe, but I didn't see any GM applications there. Plus those are probably way too much money for what I need. And what about my differential? It's a Dana 44 whish is not necessarily a
weak link right. I just stuffed new 3.73s in there!
And you also bring up a very good point that I haven't taken into consideration; the computer. Another thing to shop for. Doesn't TPIS do things with the computers too?
Which brings me back to my choices if I was to go with them. Again I would have to start with a base crate motor and swap the cam and rockers, then use their package for the rest of the build-up. It would be half the cost, but wouldn't have the "WOW!" factor.
With any of the packages, do you have any experience with the oil pan options; what works and what doesn't? I should address that issue while we are there.
Damn, these questions just keep cropping up.
- Distributor/ignition/wiring/plugs -- So many choices!
- Plumbing -- Hey, the plumbing has to look good too!
- Clutch -- Will my new McLeod unit be worth putting back in, or would it be better to just drop something like a multi-disk set-up in there now too?
I'm worn out just typing this!
_ken
