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#31 | |
![]() Join Date: Jun 2013
Location: PA
Posts: 879
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95% of the transmission is identical between ZR-1s and non, but if you break that 5% part, you're screwed. Lose one liner due to a piston or ring issue on a 93-95 car and if you can't track down a good used one, you are spending well over 3k for pistons and liners without labor. No matter what anyone wants to say, there are parts shortages, and some of the repairs would be considered cost prohibitive based on what the cars are worth. If you have a higher mileage driver, that may be worth 12-15k, you really have to love it to spend 4-5k on an engine rebuild. Worse yet, someone hits you from the rear at a red light and the insurance company totals the car. There are used bumper covers around, some take off quarter panels, a few trim pieces. Good luck finding the bumper cover supports that go between the aluminum and the bumper cover. They are ZR-1 specific. Probably the best way to look at C4s in general! |
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#32 | ||
![]() Join Date: Dec 2003
Location: Arcadia,OK
Posts: 3,385
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Re: OE Sleeves & Liners
I have at least 36 NOS Sleeves, more likely closer to 75. For good used, I have a LOT. Most are 8 cyl sets of low miles take-out sleeve/rod/piston/ring/pin during 368+ engine builds by Doug Rippie & Lingenfelter. I don't really know how many of 90~92 & 93~95, but probably add up to 20+ engine sets. Corey Henderson, Mark Haibeck & Aaron Scott probably have that many more at least, plus more in the hands of individuals. As far a condition of those take-outs, I would venture 99% are within GM spec. The set from my 60K 94 were within spec. However, NEW piston rings are essentially extinct, leaving only used ones for repairs. For old school guys like me, rings were never re-used & cylinders re-honed so new rings would "seat" properly. Modern materials & manufacturing such as used in the LT5, have made reuse of "in-spec" rings feasible. I think it's important to note that most ZR-1 will likely never need to replace sleeves, rods, pistons, rings. Most of what we have sold to customers were for engines damages by catalyst dust backflow (rare & restricted to mostly 1990 models), damage from SPT screws, broken or improperly timed cams and Tensioners not properly re-set. With normal maintenance, LT5's with 200K+ are known & 125K+ is common. So how many ZR-1 LT5's will ever see that? It just doesn't take a lot of deep, internal parts to keep these engines in use. Removal of the plenum provides access to the vast majority of LT5 maintenance items. Quote: Quote:
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Jerry Downey JERRYS LT5 GASKETS & PARTS http://www.jerrysgaskets.com 1994 ZR-1, Black/Black, Lingenfelter Aerobody, 416cu in, 3.91 gears, coil-over susp, Brembo brakes, etc. 2016 Black-Red, 3LT-Z51 Auto 8-speed. Last edited by A26B; 08-20-2018 at 12:41 PM. |
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#33 | |
![]() ![]() Join Date: Aug 2009
Location: South Dakota/California
Posts: 3,794
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Jerry.....what is now your best estimate on Timing Chain guide longevity and replacement? (I know it depends on Engine Oil and Engine Oil Maintenance for example) ![]()
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Left Clickable links ![]() -Solutions- LT5 Modifications/Rebuild Tricks Low Mileage ZR-1 Restoration 1990 Corvette (L98) Modifications LT5 Eliminated Systems LT5 Added Systems LT5/ZR-1 Fluids 1995 LT5 SPECIFIC TOP END REBUILD TRICKS Last edited by Dynomite; 08-20-2018 at 12:52 PM. |
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#34 |
![]() Join Date: Jul 2004
Location: Kalamazoo MI
Posts: 1,735
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#35 | |
![]() Join Date: Dec 2003
Location: Arcadia,OK
Posts: 3,385
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![]() FWIW, I have a good inventory of both new & used guides & there are always used guides available, due primarily to the lack of need. Guide Facing Longevity: Hard question to answer with so little sales volume to work from. Considering 23+ years of age on less than 7000 ZR-1's, I would say a very long time. I would guess most of my sales are because of the "while I'm in there" syndrome, which I endorse. I've heard of a couple of broken pivot guide facings over the years. However, if guide facings follow the trend of other parts, once they begin to fail in ernest, the frequency of failure will increase, like the fuel pressure regulator. Timing Chain Failure Causes: A couple that I know of failed due to other parts failing & ultimately damaging the chain; cam cover chain guide screws coming loose (didn't remove before powder coating) This is another part that is done "while I'm in there." I don't get to see a lot of sprockets to judge wear, but only rarely do I ever sell any of the chain sprockets. Worn sprockets usually accompany worn chains. IWIS manufactures Secondary Timing Chains for us now. I have no concern that they will not be available for the forseeable future. IWIS is a major supplier for cam chains for European automobiles. IWIS chains are pre-stressed to seat the links & pins, just like the OE chains are. They have a slightly heavier side bar and still fit the OEM sprockets perfectly. We have had them installed in 2 3 exotic LT5 racing engines, turning upwards of 8500 rpm. in racing events.
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Jerry Downey JERRYS LT5 GASKETS & PARTS http://www.jerrysgaskets.com 1994 ZR-1, Black/Black, Lingenfelter Aerobody, 416cu in, 3.91 gears, coil-over susp, Brembo brakes, etc. 2016 Black-Red, 3LT-Z51 Auto 8-speed. |
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#36 | |
![]() Join Date: Jun 2013
Location: PA
Posts: 879
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But for someone it will be about knowing where to find one when they really need it. We know a lot of these parts are out there. As long as there is a forum like this, we have a good medium to locate a lot of them. Hopefully the DIS craze goes away when Jerry gets his released. |
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#37 |
![]() Join Date: Jan 2004
Location: Alex VA
Posts: 1,087
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I'm confused why everyone wants to rip out the lt5 when it's some of the electronics that are rare. Jerry is working on the DIS and as soon as some one needs one let me know.
I'll sell you mine and use the money for putting a megasquirt on it. coil on plug is WAY better than coil packs and the megasquirt offers a very affordable option to the unobtanium DIS parts. keep in mind there are 7000 of these made and they rarely fail. by the time they do Jerry is likely to have completed a solution. GM isn't going to share tech data guys, they won't even give out dyno sheets for goodness sake so that's not going to happen. And as Jerry will attest, reverse engineering is very hard work. Overall the lt5 is an anvil, I just put 106k on mine, and if I hadn't lost a hose and run the car hot so often (ac), the head gasket would not have failed. these are 200k plus engines, just not that many people run them enough to find that out I used to worry about the hard parts like main bearings, and the stock rings are not to be found. But if you want to keep the lt5 stock, the take out parts are available from folks that updated to 4 inch liners. those stock parts are pretty good and I think we are too quick to discard them. I had the stock crank, bearings, and rotating assembly with liners and matched pistons and basically couldn't give it away a few years back. Look at how long the liners and pistons stayed at auction because the bid didn't meet reserve at the NCM!!! yes, there are many parts that can be tough to get, but gents like Jerry and many talented folks step up to address that. In the age of 3d printing and modern electronics, with a bit of work, the old gal can be updated to use the new stuff. racers do it all the time and it's really not as hard as some would think. we have the technology to keep the beast alive despite the challenges as long as there is a desire and some $ to do so.
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95 390 LPE ZR1 (505 rwhp) LSV = Lingenfelter Super Vette Twin Turbo 2003 Z06 (800 RWHP) Last edited by rkreigh; 08-21-2018 at 05:55 AM. |
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#38 |
![]() Join Date: Jul 2010
Location: Woodstock, Ontario, Canada
Posts: 1,275
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From a performance perspective: The advantages of Coil Near Plug (CNP) over a single coil system as used on the GEN-II LT1/4 can be marked. The advantages over a multicoil system such as is used on the 90-95 DOHC LT5 are much less, the plug wires are a lot shorter.
Much of anything fun comes down to money. Sometimes it takes more than average to overcome the will of some to hold onto "rare" components. I'd love to see how many SLP T-Rams are actually installed on cars compared to the number that are hid away somewhere for bragging rights alone. I was disgusted to see Ferrari V-12 cam blanks for some disgustingly low price. The guy had hundreds of them. Different story for our LT5s, though the custom ones that are available are pure engine porn.
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peace Paul ZR-1 Net Registry Member #1494 |
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#39 |
![]() Join Date: Jan 2004
Location: Alex VA
Posts: 1,087
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no doubt the factory ignition works great until it doesn't the DIS is going for stooopid money just like thermostat housings and other odds and ends
I've set myself out to wear out as many of these parts as possible rather than worry about getting them. I haven't had any serious worries and always able to work around the issue at hand I'd worry more about not using the car life is too short not to
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95 390 LPE ZR1 (505 rwhp) LSV = Lingenfelter Super Vette Twin Turbo 2003 Z06 (800 RWHP) |
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#40 |
![]() Join Date: Mar 2013
Location: Roswell, GA
Posts: 232
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Are the ECMs, DIS and CDMs interchangeable between model years? That would be helpful info to have. What would happen if I plugged my 95 ECM into my 92? Or are they split between 90-93 and 93-95?
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1995 ZR1 #159 Ported,Corsa,4.10 Rear, Dual Disc RAM Clutch, Alum Flywheel, Haibeck Chip, ZFDoc Plates, Relocated Battery 400 rwhp 1992 ZR1 #280 Ported, Locked Secondary's, Flowmaster Exhaust, Haibeck Chip, 375rwhp 1996 Collectors LT4 (Stock) 1972 Convertible 434 Small Block 572 rwhp |
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