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Sorry I haven't posted in a while but I finally found some time to spend on the car. I got an LS2 rear sump pan that I had to cut it to fit between the two lower front cross members. I guess it's a mid sump pan now. I installed it back in the car for a test fit but I'll eventually patch the cutouts with some aluminum plate.
Here's the cut up pan. I'll need a oil filter relocation kit since the filter fall right over the back cross member.
And here's a view from under the car
I also got some other parts since my last post
I cut the hole in the firewall for the master cylinder but I still need to modify the clutch pedal before I install the cylinder and pedal.
Last thing I did tonight was cut the center console for the shifter. Here's the first pick if how the shifter location lines up with the stock location
I have 2 options for the shifter, here is the stock Camaro shifter
and here is the GTO shifter (I'll need a little more cutting if I go with this option)
Next on the list is motor mounts. I got the metal and started to draw out some of the parts but haven't cut any metal yet.
Have you figured out the wiring to make everything in the cabin work (push start, climate control, gauges,key fob system)?
I did a lot of diagnostic work before I took out the engine and I think I'll be able to keep most of it. The keyless system should remain completely functional. The push start button will definitely work for the accessory and ignition but I don't know yet if I'll need to install a second button for the starter. I live in Florida so the climate system is a must and I dont have any reason to believe it wont work. Last is the gauges and I am skeptical about them. The electrical wiring manual says they are microprocessor controlled so I don't think it's as easy as tapping into a few wires. I wouldn't be to disappointed if I had to modify the gauge cluster and install some Auto Meters.
wow this will be amazing when you finally finished. pretty cool you are able to do all this yourself it looks like too. even more impressive. Do you have an estimate power/torque output you will get from the LS1?
wow this will be amazing when you finally finished. pretty cool you are able to do all this yourself it looks like too. even more impressive. Do you have an estimate power/torque output you will get from the LS1?
I have been hesitant to claim any power specs for the motor, mainly because I don't want to get called out on it if I fall short and also because I don't have any wheel dyno baseline for the motor before I started. Not to mention that this is my first major motor build and I am pretty new to the LS1 world. With that said I would be very happy if I got 400/400 hp/tq.
Here is the breakdown of the motor build:
Block: 2001 LS1 three pass honed to 3.905"
Crank: Stock LS1 ground .010" under
Connecting Rods: Stock LS1
Rod Bolts: ARP 134-6006
Pistons: Mahle LS1314905F04 Forged Pistons w/ Rings
Heads: 241 Castings - DIY Ported and Polished
Intake Manifold: LS6
Injectors: 28 lb Injectors from an LQ4
Throttle Body: Smoothed Stock LS1
Intake Valves: Manley Race Series Stainless Steel Valves
Valve Springs: Trick-Flow TFS-16918-16 Pacaloy Beehive
Pushrods: Stock
Rocker Arms: Stock
Camshaft: Trick-Flow TFS-30602001
Timing Gear: Trick-Flow Dual Chain
Clutch: LS7 Clutch and Flywheel
Transmission: T-56 from what I was told was a 60K mile Z-28
Oil Pump: Melling High Pressure
Oil Pan: LS2
Power Steering Pulley: Turn One Billet Aluminum Pulley
Rod and Main Bearings Bearings: Clevite
Camshaft Bearings: Sealed Power
If I didn't list it above it's most likely stock. I have been keeping pretty good records of the engine build so I'll have a post for that as soon as I get some time to process all the pictures.
Amazing work! I have built a 486/468 rwhp/rwtq vette and regret everyday that it is gone....I am pretty familiar with LSx motors and will be happy to help with tuning issues once you get her fired up!
Seems like you have things under control, but I would research the fuel system a little more. With the IS being direct injected and running higher pressures, the pump may not be capable of 350-400 hp at port injection pressures. It would sure be a drag to run lean due to starving for fuel and have to rip everything back out.
One question, why did you go with that clutch pedal set up when you could have gotten the pedal assembly from a 6speed IS250 along with the master cylinder.
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01-26-13, 09:42 PM
