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Corvette
C4 Forum
1988 Convertible for sunny day drives
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<blockquote data-quote="Tourmax" data-source="post: 195662" data-attributes="member: 5304"><p>Gotta say, seems like gm left an awful lot on the table when it cones to the L98.</p><p></p><p>more tweaking and adjusting and now it breaks the tires loose and sends the rear sideways at 50kph.</p><p></p><p>And thats without really changing <strong><em><u>ANY</u></em></strong> hard parts!</p><p></p><p>The LT1 intake project may be at an end though. The main issue is where the TB mount has to be in relation to cylinder #1 intake runner:</p><p></p><p>[ATTACH=full]36655[/ATTACH]</p><p>It may be hard to see it if you don’t know what you are looking at. In the middle of the picture is the #1 intake runner. If you look up at the TB mount, its hanging directly over the front “wall” of the #1 runner. Its cut back as far as I can go without deleting the egr and tb vacuum ports. That means incoming air from the TB would have to make a 90 degree turn from the TB when the # 1 cylinder calls for the intake cycle. Any time you try to force air to turn more than about 45 degrees, it tends to separate from the surface and cause turbulence. Turbulence kills flow number and consequently, it kills power.</p><p></p><p>But the way things are going with just messing with the calibration, I may just stick with the TPI system. I’ll still modify one by “hogging it out”, but it will maintain the TPI power delivery characteristics. Thats not a big deal for me because this is strictly a street car. Low/mid torque peaks fit right in to that type of use, which is where the stock TPI manifold excels.</p><p></p><p>I’ll probably still finish the modified LT1 intake, but mostly because I could really use the cast/aluminum/TIG practice...</p></blockquote><p></p>
[QUOTE="Tourmax, post: 195662, member: 5304"] Gotta say, seems like gm left an awful lot on the table when it cones to the L98. more tweaking and adjusting and now it breaks the tires loose and sends the rear sideways at 50kph. And thats without really changing [B][I][U]ANY[/U][/I][/B] hard parts! The LT1 intake project may be at an end though. The main issue is where the TB mount has to be in relation to cylinder #1 intake runner: [ATTACH type="full"]36655[/ATTACH] It may be hard to see it if you don’t know what you are looking at. In the middle of the picture is the #1 intake runner. If you look up at the TB mount, its hanging directly over the front “wall” of the #1 runner. Its cut back as far as I can go without deleting the egr and tb vacuum ports. That means incoming air from the TB would have to make a 90 degree turn from the TB when the # 1 cylinder calls for the intake cycle. Any time you try to force air to turn more than about 45 degrees, it tends to separate from the surface and cause turbulence. Turbulence kills flow number and consequently, it kills power. But the way things are going with just messing with the calibration, I may just stick with the TPI system. I’ll still modify one by “hogging it out”, but it will maintain the TPI power delivery characteristics. Thats not a big deal for me because this is strictly a street car. Low/mid torque peaks fit right in to that type of use, which is where the stock TPI manifold excels. I’ll probably still finish the modified LT1 intake, but mostly because I could really use the cast/aluminum/TIG practice... [/QUOTE]
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Corvette
C4 Forum
1988 Convertible for sunny day drives
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