And Penny just keeps on changing... - Page 22 - Lateral-g Forums

legend · #**211** 02-23-2010, 05:31 AM

with regards to undersquare engines, high revs and longevity
Audi have been building engines to that spec for ages, and they last well into 200k miles

platinumgta · #**212** 02-26-2010, 11:07 AM

Car is just amazing Steve....Congrats on the promotion! Still interested in the magazine stickers when ya get some time. Keep up the good work!

Bow Tie 67 · #**213** 02-26-2010, 12:30 PM

Quote:

Originally Posted by GregWeld

I don't want to jack Steves thread -- but this whole "compression" and fuel management thing brings up some thoughts about the LSx motors....

I'm a pyro.... and as such understand a bit about "compressing" explosive chemicals...

I think that we all know "more" compression is a problem and that for the problems it creates - the power increase is actually minimal... Which got me thinking about why the factory LS motors use what we used to think was an unworkable compression ratio on todays pump gas...

But they seem to make great power - AND use LESS fuel to do it - and they're using leaner mixtures (except at WOT). So when you compress LESS fuel/air - you get a little more "bang" for your buck... So.... I'm thinking they're on to something here.... (and they employ built in safeguards). You take less fuel - atomize it really well - get more flow into the cylinder with better heads - then you compress the hell out of it... and you're making some power while sipping gas. The gas sipping is partly due to the leaner A/F they can run (coming back to the EFI issue)... The control with knock sensors... AND let's not forget the 6 speeds and tall gears... (low rpms per mile). BUT you have power when you want it because of great heads - and high compression ratios... then toss in some 12:5 AF at WOT....

Just thinking out loud here....

Greg,

I'm in the process of reading two books by Greg Banish ( Designing and Tuning High-Performance Fuel Injection Systems , and Engine Management: Advanced Tuning ). Both are excellent and go into some depth on how far engineers go to calculate fuel delivery / control, spark ect .......

I love my LS, I know I'm breaking the law. It's to easy to produce excellent power from these engines.

chevyhector · #**214** 03-02-2010, 10:40 AM

Hey what a small world, My car is at Fast Eddies Fab also !

Quote:

Originally Posted by Steve1968LS2

Well, it doesn't feel like it but progress is being made.

The underside is scraped and the new Wurth stuff should be on there by tomorrow.

With any luck I should be picking up the rearend housing from powder this week as well, then we can put the rear back together and get her rolling again. Found that he axle tubes were pretty warped from the 3-link brackets so Currie cut off the ends and welded on new ones.. straight.

Parts are moving for the 460 cube RHS LS engine, biggest delay will be the 4.250 Lunati crank which is two weeks out. That's the only delayed part though.

Cam selected is a 247/261 .624 114 LSA stick.. Any guess as to power?

Should be good to go for having the car done by April.. knock on wood.

The LM clutch is over at Centerforce getting refubed (figured I might as well since it's out)

The oil cooler system is also in progress getting all hard lined up. The Setrab 925 fits perfect. This is being done at Fast Eddies Fabrication in Orange, CA.

Rod P · #**215** 03-02-2010, 02:28 PM

Whats up Rupp you advertising vinyl strips now??
grand sport hash marks

**FETorino** · #**216** 03-06-2010, 09:42 PM

Quote:

Originally Posted by Steve1968LS2

I have all my oil cooler stuff now. The main player is a Setrab 925 cooler.

The larger radiator opening will let me mount this without blocking most of the radiator. All the stuff will be hardlined from the Canton t-stat to the cooler and then to the bulkheads.

I have a couple questions.
How did you choose the cooler size?
Did you consider using one of Setrabs fan packs?

I was looking at the 920 fanpack combo thinking I could gain the oil cooling without direct air flow that would block my radiator.

**Steve1968LS2** · #**217** 03-10-2010, 09:48 PM

Quote:

Originally Posted by chevyhector

Hey what a small world, My car is at Fast Eddies Fab also !

Which car is it?

**Steve1968LS2** · #**218** 03-10-2010, 09:50 PM

Quote:

Originally Posted by FETorino

I have a couple questions.
How did you choose the cooler size?
Did you consider using one of Setrabs fan packs?

I was looking at the 920 fanpack combo thinking I could gain the oil cooling without direct air flow that would block my radiator.

Biggest one that would fit and talked with the Setrab rep.

Yea, but given how large my radiator is and the cooler sized we determined it wasn't necessary.

The new Autorad radiator is so large that I doubt this matters much. lol

**Steve1968LS2** · #**219** 03-10-2010, 09:50 PM

Update time:

Front valance has been welded up.. ditched the license plate holes and closed up all the spoiler holes since I'm going to be running a new gizmo from bottomfeeder air that pushes the spoiler back, like on Jackass.

bottomfeeder air deal: http://www.techafx.com/backgrounder.php

The oil cooler plumbing was finished over at Fast Eddies. It's all stainless tubing and XRP fittings. I will have to paint the blue ones black since that's all they had. Now the core support can go off to power paint.

The bottom side has been scraped, seam sealed and re-shot with Wurth Stoneguard.. came out nice and should be easier to clean. The newly powerpainted, rebuilt and STRAIGHT housing is back under the car. Had new bearings put on the axles so everything is fresh and new.

Working on the engines as we speak.. been so swamped between this and work that I hardly have time to come online.. add in that our office is moving and it's been nuts.

Now to get her done by March 31st.. :nilly:

David Pozzi · #**220** 03-10-2010, 10:44 PM

I vote for it being superior combustion and air flow.
Do you have 91 octane gas like we do in California?
David

Quote:

Originally Posted by GregWeld

I don't want to jack Steves thread -- but this whole "compression" and fuel management thing brings up some thoughts about the LSx motors....

I'm a pyro.... and as such understand a bit about "compressing" explosive chemicals...

I think that we all know "more" compression is a problem and that for the problems it creates - the power increase is actually minimal... Which got me thinking about why the factory LS motors use what we used to think was an unworkable compression ratio on todays pump gas...

But they seem to make great power - AND use LESS fuel to do it - and they're using leaner mixtures (except at WOT). So when you compress LESS fuel/air - you get a little more "bang" for your buck... So.... I'm thinking they're on to something here.... (and they employ built in safeguards). You take less fuel - atomize it really well - get more flow into the cylinder with better heads - then you compress the hell out of it... and you're making some power while sipping gas. The gas sipping is partly due to the leaner A/F they can run (coming back to the EFI issue)... The control with knock sensors... AND let's not forget the 6 speeds and tall gears... (low rpms per mile). BUT you have power when you want it because of great heads - and high compression ratios... then toss in some 12:5 AF at WOT....

Just thinking out loud here....