Interesting 2014 lt1 info
Jan 27, 2013 | 07:36 PM
#1
Interesting 2014 lt1 info
Pulled this from another forum...
1. Do your best to never ever buy (CHEAP POORLY DESIGNED HEADERS). That person is defeating the benefits & purpose of running headers. Due to extreme back pressure produce.
2. Depending engine application J-Rod so the size could be as little as 1/8th of a inch in diameter in tubing. Velocity is very sensitive to shapes and diameters. Or as little as 4inches in lateral length. I would have to see and measure the headers to give you a definitely answer in regards to giving you a detrimental value. I work in extreme tolerances and efficiency I could eye ball it but years and years of doing it the right way is hard to break.
3. A Merge collector can only be designed one way. It can come in different sized diameters however it can only be made correctly one way. If the budget doesn't allow a for headers with a merge collector. Then save up for the correct header, spending large amounts of money on GOOD HEADS is pointless if you can't get the exhaust pressure right to pull the exhaust gas out the combustion chambers.
4. If you have ported heads, milled heads etc... you should definitely be running (headers with a merge collector) You're leaving pork chops on the table if you are not. Now if a person insist on running (poorly designed headers) until they can do better and afford better.
Take them off and wrap them. Wrap them ALL the way to the to where the collector bolts up. This will usually give you 15rwhp or so...what it does is controls the low pressure/backpressure with more heat within the tube and allow velocity to speed up.
Now this isnt' a fix ... I repeat ...this is NOT A FIX..this is a bandaid until you can do better. Cheap headers/Poorly Design Header metal fatigues...over cumculative time... so this additional high will fatigue this header metal overtime..by then...it shouldn't be a factor as you would have saved up and purchased the appropriate (GOOD QUALITY) headers with merge collectors. And yes...wrap them... as well... they metal won't fatigue because good headers are made of quality steel. you can get as much as 30rwhp - 50rwhp. From upgrading from those (Poorly Designed Headers)
5. In my honest expert opinion if I was going to put headers on a LS7, LS9, LSA, or soon to come 2014 LT1. There would only be 3 brand of headers to consider in options and only one brand I would trust. I would run and YES they would have a merge collector. Now if you're rather good at math you can spec your headers out to be custom built around a merge collector. This is usually very expensive and time consuming.
6. Yes the 2014 LT1 can and will support (GREAT DESIGN HEADERS) with no tune required. The ECM can compensate for the increase exhaust flow and bump up the fuel delivery.
7. Factory Intakes are restrictive by design, we leave windows so to speak for the gear head to go in and remove materials and remove baffles/restrictors. While we maintain emissions You just have to be clever about it and yes the ECM will meter the additional volume in air and adjust no tuning required.
8. After extensive testing...we decided the only way to correct pulling heat out of the heads was to reverse the intake and exhaust positions. This allowed for shorter exhaust ports to aid high velocity. This allowed more heat to be put into the water jacket. Which we had to upgrade the water pump design. And this allow for MUCH MUCH LARGER intake ports which allowed us to raise the intake port significantly for better sight at the valve. And you only do this for one reason. (HINT)
9. The drive at the back of the cam would have been a problem if we would have used helical gears to drive the fuel pump way too much fricition and durability problems. We tried additional lobes as well High RPM then became a problem. The project actually stalled due to this... So here is a small story ...another engineer while at the superbowl had his car stolen. And an aerospace engineer by chance was leaving the parking area and gave him a ride to a rental car company.
On the way there a conversation took place. The Aerospace engineer was driving a car with a rotary engine. Which sparked the idea in our engineer head the two talked. Needless to say... if you look at the back of the cam on the 2014 LT1 its a tri-lobe extremely similar to the rotary engine. Rotary engines love to rev and they are stable in rotation. We chopped off the acute angle edges on our tri-lobe as you can tell. The pump has a roller lifter. And presto! It works so well there are no measureable forces, It's like it not even there. Now thats engineering!
10. I Can't dicuss how much "additional duration in cam profiles" the 2014 LT1 can take for RED TAPE reasons. The ECM can and will Learn CAM profiles (hint). Can the engine accomodate airflow in forced induction. ABSOLUTELY!! This engine is said to have many purposes however combustion engineers are more power hungry than any other gear head will ever be, we had one goal in mind. Those pesky other "supercars" are no longer an issue. The GAP is significant. And room left on the table for you gear heads. Your welcome So with that said surprise await. I cannot and will elaborate more.
11. Maximum Capacity on the 2014 LT1 direct injections? No capacity they operate on another principle. RED TAPE... The days of buying larger injectors are over end of discussion rejoice. These can out flow the capabilites of the engine in extreme applications. Which is why fuel tables are off limits..... there are only a 81 engineers in the world that can predict these flows with the accuracy we needed for the spray patterns, volume etc. Per PSI in fuel. And not one of those 81 engineers work in the aftermarket. YOUR SAFETY IS MOST IMPORTANT.
12. The low hanging fruit on the 2014 LT1? E85 end of discussion....
13. The 2014 LT1 ECM is smart enough.... to learn if you make modification to the engine that doesn't improve its performance, such as poor headers, poor cam, restrictive intake etc. The engine will go into 231cu in mode (welcome to 4 cylinder mode) and will not return to 376 cu in mode either until u remove those damaging mods that decreased its performance output. The ECM is program to allow additional horsepower to be made above normal output ONLY. This is a one way street... If the output drops below factory output you will be in 231 cu in mode until you make it right or better then normal. No need to call the dealership the 2nd secondary OS will return you 376 cu in mode once you have resolved the issues of restoring or improving the engine output wait about 10 minutes while idle in park. I cannot and will not elaborate more on this ECM capabilities.
14. We never take the road often traveled in engineering. We explore need areas to be innovative and set the pace. Just like a high rise building it needs a solid base/foundation once the finally height has been determined. In terms of foundations... the 3.622 stroke is solid as granite bedrock. To destroy a 3.622 stroke takes talent in all the wrong areas of performance...As mention before ..we tried increasing the stroke...durability just wasn't there. Displacement is only an EGO factor in sport cars... sport cars do not pull trailers, boats, or have a work beds.... We did the math... and the output stroke once again was the 3.622 stroke. We toughen it up by forging it then laid extremely high 4 digit abuse to it. Measured it again and again and it did not bend .0002+
The damn thing is just tough. The piston speed and piston travel is as good as it gets I can show you in math later if you would like additional understanding. After that ...we determine that we could trick the 376cu in engine into thinking its a big block chevy this was possibly only by VVT. So we ended up with a small block with a identity problem that thinks its a big block chevy in torque. Without the extra weight of the block and crankshaft or the additional stroke of a big block.
1. Do your best to never ever buy (CHEAP POORLY DESIGNED HEADERS). That person is defeating the benefits & purpose of running headers. Due to extreme back pressure produce.
2. Depending engine application J-Rod so the size could be as little as 1/8th of a inch in diameter in tubing. Velocity is very sensitive to shapes and diameters. Or as little as 4inches in lateral length. I would have to see and measure the headers to give you a definitely answer in regards to giving you a detrimental value. I work in extreme tolerances and efficiency I could eye ball it but years and years of doing it the right way is hard to break.
3. A Merge collector can only be designed one way. It can come in different sized diameters however it can only be made correctly one way. If the budget doesn't allow a for headers with a merge collector. Then save up for the correct header, spending large amounts of money on GOOD HEADS is pointless if you can't get the exhaust pressure right to pull the exhaust gas out the combustion chambers.
4. If you have ported heads, milled heads etc... you should definitely be running (headers with a merge collector) You're leaving pork chops on the table if you are not. Now if a person insist on running (poorly designed headers) until they can do better and afford better.
Take them off and wrap them. Wrap them ALL the way to the to where the collector bolts up. This will usually give you 15rwhp or so...what it does is controls the low pressure/backpressure with more heat within the tube and allow velocity to speed up.
Now this isnt' a fix ... I repeat ...this is NOT A FIX..this is a bandaid until you can do better. Cheap headers/Poorly Design Header metal fatigues...over cumculative time... so this additional high will fatigue this header metal overtime..by then...it shouldn't be a factor as you would have saved up and purchased the appropriate (GOOD QUALITY) headers with merge collectors. And yes...wrap them... as well... they metal won't fatigue because good headers are made of quality steel. you can get as much as 30rwhp - 50rwhp. From upgrading from those (Poorly Designed Headers)
5. In my honest expert opinion if I was going to put headers on a LS7, LS9, LSA, or soon to come 2014 LT1. There would only be 3 brand of headers to consider in options and only one brand I would trust. I would run and YES they would have a merge collector. Now if you're rather good at math you can spec your headers out to be custom built around a merge collector. This is usually very expensive and time consuming.
6. Yes the 2014 LT1 can and will support (GREAT DESIGN HEADERS) with no tune required. The ECM can compensate for the increase exhaust flow and bump up the fuel delivery.
7. Factory Intakes are restrictive by design, we leave windows so to speak for the gear head to go in and remove materials and remove baffles/restrictors. While we maintain emissions You just have to be clever about it and yes the ECM will meter the additional volume in air and adjust no tuning required.
8. After extensive testing...we decided the only way to correct pulling heat out of the heads was to reverse the intake and exhaust positions. This allowed for shorter exhaust ports to aid high velocity. This allowed more heat to be put into the water jacket. Which we had to upgrade the water pump design. And this allow for MUCH MUCH LARGER intake ports which allowed us to raise the intake port significantly for better sight at the valve. And you only do this for one reason. (HINT)
9. The drive at the back of the cam would have been a problem if we would have used helical gears to drive the fuel pump way too much fricition and durability problems. We tried additional lobes as well High RPM then became a problem. The project actually stalled due to this... So here is a small story ...another engineer while at the superbowl had his car stolen. And an aerospace engineer by chance was leaving the parking area and gave him a ride to a rental car company.
On the way there a conversation took place. The Aerospace engineer was driving a car with a rotary engine. Which sparked the idea in our engineer head the two talked. Needless to say... if you look at the back of the cam on the 2014 LT1 its a tri-lobe extremely similar to the rotary engine. Rotary engines love to rev and they are stable in rotation. We chopped off the acute angle edges on our tri-lobe as you can tell. The pump has a roller lifter. And presto! It works so well there are no measureable forces, It's like it not even there. Now thats engineering!
10. I Can't dicuss how much "additional duration in cam profiles" the 2014 LT1 can take for RED TAPE reasons. The ECM can and will Learn CAM profiles (hint). Can the engine accomodate airflow in forced induction. ABSOLUTELY!! This engine is said to have many purposes however combustion engineers are more power hungry than any other gear head will ever be, we had one goal in mind. Those pesky other "supercars" are no longer an issue. The GAP is significant. And room left on the table for you gear heads. Your welcome So with that said surprise await. I cannot and will elaborate more.
11. Maximum Capacity on the 2014 LT1 direct injections? No capacity they operate on another principle. RED TAPE... The days of buying larger injectors are over end of discussion rejoice. These can out flow the capabilites of the engine in extreme applications. Which is why fuel tables are off limits..... there are only a 81 engineers in the world that can predict these flows with the accuracy we needed for the spray patterns, volume etc. Per PSI in fuel. And not one of those 81 engineers work in the aftermarket. YOUR SAFETY IS MOST IMPORTANT.
12. The low hanging fruit on the 2014 LT1? E85 end of discussion....
13. The 2014 LT1 ECM is smart enough.... to learn if you make modification to the engine that doesn't improve its performance, such as poor headers, poor cam, restrictive intake etc. The engine will go into 231cu in mode (welcome to 4 cylinder mode) and will not return to 376 cu in mode either until u remove those damaging mods that decreased its performance output. The ECM is program to allow additional horsepower to be made above normal output ONLY. This is a one way street... If the output drops below factory output you will be in 231 cu in mode until you make it right or better then normal. No need to call the dealership the 2nd secondary OS will return you 376 cu in mode once you have resolved the issues of restoring or improving the engine output wait about 10 minutes while idle in park. I cannot and will not elaborate more on this ECM capabilities.
14. We never take the road often traveled in engineering. We explore need areas to be innovative and set the pace. Just like a high rise building it needs a solid base/foundation once the finally height has been determined. In terms of foundations... the 3.622 stroke is solid as granite bedrock. To destroy a 3.622 stroke takes talent in all the wrong areas of performance...As mention before ..we tried increasing the stroke...durability just wasn't there. Displacement is only an EGO factor in sport cars... sport cars do not pull trailers, boats, or have a work beds.... We did the math... and the output stroke once again was the 3.622 stroke. We toughen it up by forging it then laid extremely high 4 digit abuse to it. Measured it again and again and it did not bend .0002+
The damn thing is just tough. The piston speed and piston travel is as good as it gets I can show you in math later if you would like additional understanding. After that ...we determine that we could trick the 376cu in engine into thinking its a big block chevy this was possibly only by VVT. So we ended up with a small block with a identity problem that thinks its a big block chevy in torque. Without the extra weight of the block and crankshaft or the additional stroke of a big block.
Jan 27, 2013 | 08:53 PM
#7
Trending Topics
Jan 27, 2013 | 10:08 PM
#10
All from some blabbermouth who runs around in circles and posts long enough replies that everyone assumes he must be an engineer. Bigg Gunz from tech is full of it, period. His ramblings about how sophisticated the pocket calculator power PCM in the Vette will be makes me laugh. And then the $hit about self tuning is what did it in for me....... It's not happening to the point of being reliable and yes I have a real world background to back that statement from. People should just learn to disregard any commentary he has made because all he knows is Jack and $hit..... and Jack left town.
But hey...... send the guy your email and he will enter you to win a free LT1........ And then you are spammed to death forever. Why not send your full ID while you are at it and ensure the indentity fraud is completed in a manner that will truly be spectacular. If anyone didn't fall off the band wagon of legitimacy at that point maybe you should check in somewhere to see what level of cerebral damage you are suffering from. The only real nay sayers against what happened in that thread were low post count newbs that no doubt spawned from the same "great" mind of BIGG GUNZ.......
81 engineers in the world huh..... so what will happen once a few thousand people play with them and learn they are very much like any other direct injected engine. Please.......
But hey...... send the guy your email and he will enter you to win a free LT1........ And then you are spammed to death forever. Why not send your full ID while you are at it and ensure the indentity fraud is completed in a manner that will truly be spectacular. If anyone didn't fall off the band wagon of legitimacy at that point maybe you should check in somewhere to see what level of cerebral damage you are suffering from. The only real nay sayers against what happened in that thread were low post count newbs that no doubt spawned from the same "great" mind of BIGG GUNZ.......
81 engineers in the world huh..... so what will happen once a few thousand people play with them and learn they are very much like any other direct injected engine. Please.......
Last edited by 1994Vmax; Jan 28, 2013 at 01:18 AM.
