Quote:
Originally Posted by 70T/A400
A good first mistake an owner can make is to modify the car. Anyone can buy a tool set from Harbour Freight and put in a camshaft with new valve springs and lifters or if you have a ZL1 or 1LE with a supercharger, change the supercharger pulley along with injectors and a fuel pump.
But no one calculates valve events to see how much overlap there is. They do not realize how a supercharger can overheat without increased cooling and how the increased horsepower also requires increasing drivetrain components which are out of reach to handle the loads. Transmission bearings cannot be changed from rollers to TDO, straight cut gears cannot be changed to helical, and there are no parts available for a ZL1 differential if you blow one up. A vendor can offer a clutch with higher rated springs but that will do nothing when all that increased pressure is put on straight cut gears. Same with connecting rods and bearings.
Drive it the way you received it. Learn its limits which are pretty high. Enjoy the fact you don't have a pile in your driveway because you thought you are an automotive engineer with an engine dyno.
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No ZL1 parts available? You must still be on dial up.
https://www.ebay.com/itm/19668948759...Bk9SR4zdr5arZQ
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2013 2SS GPI built & tuned 415, spec'd by Andrew Cammer. GPI ported intake/tb/heads, Tooley springs, CHE trunnions, Callies rotating assembly, Diamond pistons, GPI SS3 VVT, ATI 10% ud damper, Circle D 3800, Kooks ceramic coated lt's with green cats, Mishimoto rad & oil cooler, Derale trans cooler, Holley efi rails. DSS driveshaft, trutrac with 3.91's, G-Force renegades, Hendrix solid cradle bushings Bmr: poly diff bushings, Strange adjustable coilovers, sub frame connectors, ZL1 npps, controlled with a vac pump & mac boost control solenoid.
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