Is there a market for boosted application?

[XfireZ51]

Originally Posted by 32valvesftw

Since this thread is about about demand for the system, I guess I'll express my opinion. I have always been an "All Motor" guy. So for me the LT5 is a very good example of a motor that is capable of pretty big HP numbers without boosting, so personally speaking thats what drew me to the ZR-1 package, that and reliability.

I would agree w this view. My choice is to "keep it simple stupid". Its one reason why I decided on a ZR-1 rather than a C5Z. The LT-5 can be modified to produce
very competitve power levels while still retaining good mileage economy, and idle quality. I think that these characteristics have led GM back to the
DOHC architecture. Perhaps the experience w the LT4 has led GM to look for NA power and away from FI. Ford has demonstrated the potential of an American DOHC motor.
If I was going to choose FI, I'd go Turbo over SC.

[diamond zr1]

stock zr1s run too much compression for much boost/new motors with more sensors and direct injection allow higher compressions but not in the 12 plus range/while the low end or lt5 motors would probably handle boost,top end not so much

[RHanselman]

Originally Posted by diamond zr1

stock zr1s run too much compression for much boost/new motors with more sensors and direct injection allow higher compressions but not in the 12 plus range/while the low end or lt5 motors would probably handle boost,top end not so much

Not sure if I'm getting all you're saying however:

Stock LT5 can handle around 5 psi. HP and TQ gain is outstanding for this small amount of boost especially the area you gain under the curve.

You can run higher but care must be taken or you'll push out the head gaskets. Ask me how I know...

There should be an old Dyno Graph post somewhere here the website. When I get home I'll look on my old harddrive.

Cheers,
Ron

[Fully Vetted]

Hell, I'd be ok with 5 PSI. For now. It's like the gopher meal in O' Brother Where Art Thou. I'm afraid 5 PSI might just increase my cravings for more.

[Billy Mild]

Originally Posted by RHanselman

You can run higher but care must be taken or you'll push out the head gaskets. Ask me how I know...

Funny you bring this issue/weakpoint up. Coming from the Porsche 944 Turbo world this was a similar issue. The 944 NA/Turbo engine were open desk designs as well. What was found out is no matter if you used an MLS gasket instead of cometic, the cylinders would move around when it was really high PSI. It would pop the headgasket.

On the 944/951s people starting sleeving the cylinders with cast iron sleeves, or they would pour concrete into the base of the engine block to help stabilize the cylinders.

http://rennlist.com/forums/944-turbo...ilization.html

Just some food for thought. Issue is building our LT5's is so damn expensive.

[Jitse]

Closed deck sleeve upgrade is good one for going with more boost? Together with MLS gaskets. Todd makes closed deck sleeves for the LT5.

[tpepmeie]

Jitse,
I don't currently have any in stock, but can get them. Finding a good quality machine shop to prep the block for installation is crucial.

[ssrszz4]

It's the studs that stretch and cause the head gaskets to fail it has nothing to do with the gaskets. We had the same problems with m3's solution was to use larger head studs.


Sent from my XT1585 using ZR-1 Net Registry mobile app

[BigJohn]

You all complain about Collector value and with every modification this value will go down!

[Jitse]

I have the car for my own enjoyment, and like to improve. If other people like to keep them original its their choice.