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C5 Open Discussion General and technical C5 Corvette discussion - ownership, maintenance, repairs, modifications, tuning |
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01-13-2010, 4:32pm | #81 | ||||||
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Zippers!!
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'98 Pewter coupe. A little of this and a little of that..... |
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01-13-2010, 4:59pm | #82 | ||||||
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Shawn has the motor pulled down and PM'd me.
A couple things,measured your bores smallest part of the smallest bore is 4.0050 largest part of the largest bore is 4.0085-that's .0035 difference.Some bore had as much as .0025 taper and out of round-pretty much like every other SDxx engine.The pistons were 4.0005-so you had as much as .008 piston to wall clearance. I'll send you some picks tonight but you can see where the main caps were walking around due to the stock main bolts. It sounds bad but it demonstrates to me the Shawn will have it right when I get it back. No wonder it didn't make any power. |
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01-13-2010, 8:33pm | #83 | ||||||
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All broken down:
Looks like it was burning some oil after all. Pistons and rods out. You can see where all of the main caps were walking with stock bolts. For some reason I thought I had ARP mains. 16-18k on this LS2 chain. Being replaced with a Cloyes adjustable setup. Bare block ready for some serious machine work. Last edited by WKMCD; 01-13-2010 at 8:39pm. |
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01-13-2010, 8:44pm | #84 | |||||||
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01-13-2010, 8:51pm | #85 | ||||||
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01-13-2010, 8:56pm | #86 | ||||||
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01-13-2010, 8:58pm | #87 | ||||||
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01-14-2010, 10:46am | #88 | ||||||
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Why would the main caps be "walking" around even with stock rod-bolts? These motors have 6-bolt mains and are quite strong vs. most other motor setups out there. Just curious... also, what in those pictures shows evidence of movement?
Nice work so far... VaSpeed guys just left you front desk guy a message for a quote on a catback swap on a 2003 vert... or just removing the OEM pipes.
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01-14-2010, 9:33pm | #89 | |||||||
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01-15-2010, 7:10am | #90 | ||||||
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Shawn put some incredible pics and comments on machining the liners on ls1tech.com. I hope he puts them up here also.
L92 DynoJet Numbers Plus Plan "B" - LS1TECH |
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01-15-2010, 8:41am | #91 | |||||||
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01-15-2010, 2:36pm | #92 | |||||||
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At least that's what my "shade tree" eye is seeing.
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'98 Pewter coupe. A little of this and a little of that..... |
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01-15-2010, 8:47pm | #93 | ||||||
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Here are some pics of the sleeve machining and installation process.
first thing is the block setup in the cnc-here the probe is finding the crankshaft center line now we find the camshaft centerline-this way we ensure the bores and decks are exactly 45 deg from the camshaft to crankshaft centerline now we probe the bore locations to determine the location of the bores now we probe the decks in 6 locations on each bank-this tells us the height and straightness of the decks here is a report of the locations of the bores and the deck heights-the x locations in parenthesis are the blueprint locations the one beside them are actual.All y locations should be zero here we are rough boring-this will get us to within .020 of the actual size block after rough boring couple shavings underneath finish boring-we need to be within .0002 when finish boring-that's 2 ten thousanth's of an inch.Accuracy is really the key here-if not bored perfectly-you can crack the block when installing the sleeve or you can have a loose sleeve.There are not too many machines out there that can hold this accuracy-we are very fortunate to have one. bores ready for sleeves sleeves installed ready for final machining |
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01-15-2010, 9:17pm | #94 | ||||||
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Great pics and writeup. I was getting tired of those little 4 inch bores anyways.
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01-16-2010, 7:07am | #95 | ||||||
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Great looking work.
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'98 Pewter coupe. A little of this and a little of that..... |
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01-20-2010, 9:53am | #96 | ||||||
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This from Richard at West Coast Cylinder Heads - proheads.com. We're sending the heads back to Richard for a little more work.
Shawn. This is a really nice presentation of the precision machining required for proper sleeving and block prep. The final result is a solid foundation for a performance build. Thanks for taking the time to show the step by step process. Kevin is doing a great job keeping pace with the changing demand for larger displacement engines and spotlighting the technological progress of building a potent street machine. His decision to stick with the L92 heads will help demonstrate the true power potential of this mass produced part. It's truly an impressive production design. Nice work Kevin Richard |
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01-20-2010, 1:10pm | #97 | ||||||
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Now, let's see what they can do about increasing the flow numbers on those L92's.
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'98 Pewter coupe. A little of this and a little of that..... |
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01-21-2010, 7:02pm | #98 | ||||||
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The heads are on their way to Richard at WCCH. New CNC program and 2.20 intake valve. I've been running stock L92 vales all this time with no problems but we're going to upgrade the exhaust to stainless also while we're at it.
That is all. |
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01-21-2010, 9:35pm | #99 | ||||||
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Tell 'em to hurry up. I wanna see those numbers man!
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'98 Pewter coupe. A little of this and a little of that..... |
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01-22-2010, 6:25pm | #100 | ||||||
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We didn't get these over here.
Block all blueprinted and decked to .0001 tolerance. |
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