Cerbera LS1 update
Discussion
Just a quick update. made a lot of progress over the last few weeks. The LS1 engine is back in the car and all it needs now is the final plumbing and fettling. The piccy shows the intermediate stage with the ancillaries in temp position while I machine the correct mounts. The front engine bay cover will need some mods and the air con pipes will be rerouted and everything cleaned. Manifolds are off being ceramic coated and all the fuelling and ignition has been sorted out. The plan is then to have all the ally stuff anodised blue - nothing like a bit of bling.
It will have slightly more power and torque than a 4.2 = around 360 bhp + 360 lb/ft but the grunt is lower down the rev curve. That is asuming it is a LS1 as the engine is a Nov 2003 one and it might be a LS1/Ls6 hybrid. It's lower rev limit also means a slightly lower top speed but not really worried about that.
The good news is that adding a supercharger is straightforward - the setup and design is already for it - so I can quickly get another 100 bhp/lbft or torque if I need it.
The good news is that adding a supercharger is straightforward - the setup and design is already for it - so I can quickly get another 100 bhp/lbft or torque if I need it.
longbow said:
Good work! That engine bay looks busy though - I guess having the aircon and alternator in the middle of the banks on the AJP helps the packaging a lot. Will be very interested to see how she goes against an AJP.
Yes the AJP is a bit more compact but the engine bay will be tidied up quite a bit. I'm running an electric PAS pump to save on ancillaries BTW. I'm in the how does it all fit togther mode which will be followed by the tidy it all up session. The good thing is that accessibility is very good. The manifolds come out via the engine bay and everything else is very easy to get to. Looking at smaller air con and alternator though but will go with what I've got at the moment.
The engine also has some additional instrumentation that I'm going to add such as an oil temp and level, water level and so on. They will be going to a speciual warning panel that will replace the ash tray.
Steve, can't wait to see this one when its finished!
Seem to remember reading originally that you had to replace quite a bit of the chassis tubes and outriggers.
What gearbox are you using with the LS, TKO or T5? - have you had to make any significant changes to the chassis around the tunnel area to make you engine/gearbox combo fit?
Seem to remember reading originally that you had to replace quite a bit of the chassis tubes and outriggers.
What gearbox are you using with the LS, TKO or T5? - have you had to make any significant changes to the chassis around the tunnel area to make you engine/gearbox combo fit?
14 meters of tubing went into the chassis repair but the tunnel etc was not changed. Using the original T5 box, clutch and bellhousing to keep costs and mods down to an absolute minimum. Mating all that together to the LS1 was were a lot of smart engineering had to be done. None of the other gearboxes fit without some very serious modifications and amounts of work. There are some mods to the engine bay chassis but that is straightforward and just makes life easier. The engine and gearbox mount positions are the same and effectively the engine is in the same location as the AJP. I could retrofit an AJP if I wanted.
It makes the conversion relatively straightforward providing the chassis is OK.
It makes the conversion relatively straightforward providing the chassis is OK.
shpub said:
14 meters of tubing went into the chassis repair but the tunnel etc was not changed. Using the original T5 box, clutch and bellhousing to keep costs and mods down to an absolute minimum. Mating all that together to the LS1 was were a lot of smart engineering had to be done. None of the other gearboxes fit without some very serious modifications and amounts of work. There are some mods to the engine bay chassis but that is straightforward and just makes life easier. The engine and gearbox mount positions are the same and effectively the engine is in the same location as the AJP. I could retrofit an AJP if I wanted.
It makes the conversion relatively straightforward providing the chassis is OK.
It makes the conversion relatively straightforward providing the chassis is OK.
How does the LS1 compare to the AJP8 on weight?
Ffirg 005 said:
That will be my preferred routing also - although I'll have the bigger T56 box to get around. Are you using stock LS1 manifolds then? I'm hoping to find something off the shelf that will fit rather than having to get custom headers made up.
The hydroformed vette headers are very close to the block. They are a 4 to 1 arrangement and can be modded at the single outlet to point where you like.
Boosted.
Ffirg 005 said:
Are they like these Mike? www.epi-eng.com/AWS-Adverts-3.htm
Yours are the cast iorns from the C5 ZO6 Vette and should hug the block the same as the LS7,I have some earlier LS1 Vette stainless steel ones you can borrow,their the same shape again but with the ss you can butcher and modify.
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