Finally did it

[Regimof3]

It took a couple of years to rehab it but as of today, we took our first steps into performance upgrades. I had a set of stainless works headers put on as well as the air box opened up and the accompanying tune from DRM. I couldn't be more pleased.

With just the air box (and k&n) and headers running into the ol flow master exhaust it dynoed at 383 rwhp (which I'm told is roughly 445-450 at the motor) It's pretty awesome the way the lt5 likes air. Topped off with the ferocity of the noise and I'm thinking I did a good thing.

[Top Toy]

It took a couple of years to rehab it but as of today, we took our first steps into performance upgrades. I had a set of stainless works headers put on as well as the air box opened up and the accompanying tune from DRM. I couldn't be more pleased.

With just the air box (and k&n) and headers running into the ol flow master exhaust it dynoed at 383 rwhp (which I'm told is roughly 445-450 at the motor) It's pretty awesome the way the lt5 likes air. Topped off with the ferocity of the noise and I'm thinking I did a good thing.Congratulations on your first step toward addiction! There are many people on here that will be happy to help you through this. Enjoy!

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[Paul Workman]

Congratz! Oh these motors do respond well to a little more AIR! And, there is still more "low hanging fruit" when you're ready!=D>

[Regimof3]

Congratz! Oh these motors do respond well to a little more AIR! And, there is still more "low hanging fruit" when you're ready!=D>


I suppose the logical next step is .... Opening up the plenum some? Larger throttle body?

Next spring I want to go back to Haibeck for something...just not sure what.

[Paul Workman]

I suppose the logical next step is .... Opening up the plenum some? Larger throttle body?

Next spring I want to go back to Haibeck for something...just not sure what.

Well, Marc can certainly advise you.

FYI, if you have a goal for the motor, modifications can be done in phases - each providing a significant increase in performance at considerably less cost than having to do it in one chunk. So! There are options to performance mods.

In the mean time, you'll learn more about what mods the various mods are and what they cost: where the low-hanging fruit IS, and what to save you $$ on until later, etc., etc.

It's a fun journey!

Welcome to the madness!=D>

[Regimof3]

I'm pretty sure I'll end up increasing the engine size at some point, I'm just not sure which one. Haibeck seems to be a big fan of the 385, but Pete's 391 sounds impressive as well.... And then there's DRM, though he doesn't see the lt5 as much anymore...

I'll probably end up chickening out next year do a flywheel and 4.10 combo platter

[Norwegianmopar]

Many goodies here.

http://www.zr1specialist.com/HAT%20Web/products/major%20engine%20upgrades.htm

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[Paul Workman]

Many goodies here.

http://www.zr1specialist.com/HAT%20Web/products/major%20engine%20upgrades.htm

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And, IMO, this was the perfect time to reference that link. My point being, so many times newbees do some cursory research on the LT5 and immediately gravitate to the 405 hp versions, and if it has DUNN heads...WHOA! PAY DIRT!

However, that link to Marc's web site says it perfectly: Once the LT5 is ported and festooned with headers/exhaulsts, etc., paying a premium for a 405 HP car - one intended to be modded to 500+ hp is moot once the mods are completed. If modding is in the car's future, an earlier 90-92's lower $$ tag leave money toward those mods. Just a thought. But, that said, the 94 and especially the 95 Zs are the real cream puffs; 'pick of the (C4) litter'.

PS:

Something just occured to me... IF one was going to do a "500+" hp upgrade anyway, he'd be $$ ahead to sell/swap the DUNN heads (assuming his car had them) to (say) someone with the Birmal heads for a profit and use the $$ toward the mods. Point is, after full porting, the original casting of the two heads - Dunn and Birmal - is completely and forever altered to comply with the "500" specifications.:cheers:

.

[Regimof3]

I was always under the impression that most 94s, if they did have Dunn's, it was only one.

Either way, getting into the heads is a ways away. Even if it has a pair, I doubt I would part with them.

[32valvesftw]

My 91 dynes about the same as yours with similar mods, for me that plenty quick on public roads. To be honest my next mods will be brakes and Noise, Vibration and Harshness issues. I can see the 500hp being a bunch of fun, but I will rarely use it. Good Brakes, and suspension I will use. Just my 2 cents.

[Bob Eyres]

I think you’re on the right track with the flywheel and 4.10 gears, IMHO that should be your next step. I’ve had mine for 24 yrs. and got every bolt-on, but the engine is still Virgin. Still saving my “lunch money” for a trip to Haibeck’s.
BTW, those dyno numbers are phenomenal for what you’ve done, thumbs up.


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[Regimof3]

I think you’re on the right track with the flywheel and 4.10 gears, IMHO that should be your next step. I’ve had mine for 24 yrs. and got every bolt-on, but the engine is still Virgin. Still saving my “lunch money” for a trip to Haibeck’s.
BTW, those dyno numbers are phenomenal for what you’ve done, thumbs up.


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I was pretty taken back. I asked him twice if he said about 15 or 50. It could have been a happy Dyno tho.

Seat of the pants is pretty convincing though.