Tim's 944LS1 track car build!

What did you do with the vent tubes? Did you seal the rearward steam vents?

Rich

They tie into the back of the fill tank along with the steam tubes from the front of the engine.

Cool. I see lots of guys just blocking them off like on the LS6. But I like the idea of having them open to the fill tank. I read you can cut some minor stuff off the underside of the LS6 intake and leave the LS1 steam vent tube.

I'm swapping this axle today and am using the bolts you suggested. Do you stick with the 22 ftlb spec of the factory stretch bolts? I've poked around a little online and see "standard" torque values for M8 12.9 socket cap bolts of 40+ Nm dry, closer to 30 Nm lubed. I suppose these would count as lubed given the mess of cv grease everywhere. I'm thinking 25-30 lfbls. Thoughts?

Rich

Well, I can't say I ever measure torque on the CV bolts, since I'm usually busy holding the wheel in one hand and the wrench in the other. Just a firm believer in the German "gudintite".

If you want the best clamping on the cv joints you need to have the flat mounting surfaces clean without any grease on them. Clean dry surfaces give you about 5x the torque holding capacity than if they are greasy.

Lemming wrote:Well, I can't say I ever measure torque on the CV bolts, since I'm usually busy holding the wheel in one hand and the wrench in the other. Just a firm believer in the German "gudintite".

Stick a screwdriver in a brake disc vent hole and it will lock against the caliper . . . now both hands are free

marc a wrote:
Stick a screwdriver in a brake disc vent hole and it will lock against the caliper . . . now both hands are free

Good tip. But since using the mcmaster carr bolts and a star lock washer, I have not had a problem with the bolts backing out, even using my one handed "gudintite" method

New fuel rail and regulator installed. I also simplified my intake, now only one 90o bend. I plan on making a plastic piece to seal the filter off from the hot engine bay.


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Ok, just a few points about the ebay fuel rail kit mentioned and shown above. Although I have it up and working, I would not suggest buying it. First, the ports on top of the rail are not 1/8" NPT, they are something just a bit smaller. Thus, I had to tap them to be able to attach a pressure sender. Second, the hose ends are really cheap. I had one break during the install, so I changed most of them out for Summit pieces. For now the pressure regulator seems fine, but time will tell.

On a positive note, I now have a fuel pressure gauge in the dash, and also got my Innovate wide band air/fuel meter installed.

Going to the dyno again on Tuesday for hopefully the final tune after adding the LS6 intake and a few other changes. My tuner said, "cool, there will be three 944 LSX's there for me to tune that evening". How fricken' cool is that

I'll get pics and post.

Good deal, Tim. Will be interested in your results. That's cool there'll be 3 converted 44s there.

Thanks for the notes on that fuel rail kit. Interesting to see yours and read about TonyG's too. I'm running just the normal dead head setup and it's been fine. The 98 fuel rail with the return doesn't strike me as any different as there's not exchange of fuel in the actual rails either. Yours setup in series does as does the parallel system he describes. But I probably won't change anything unless I have trouble, which I currently am not.

Rich

Excellent evening at the dyno. Car is running great and right were I want it with respect to torq and rwhp. Of the three 944 LSXs there tonight, I had the least power, but that ok, its what I need for my race class. Pics of the other two to follow.

So what did you make?

Below are three dynos.

Blue was with the stock LS1 engine - 300 rwhp and 315 tq
Orange; added cam and ls6 injectors - 336 rwhp and 339 tq
Red; added ls6 intake and ported throttle body - 346 rwhp and 344 tq.

I'm done, this is where I want to be for my race class.

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Nice! I'm making 400rwhp and 380 torque.

docwyte wrote:Nice! I'm making 400rwhp and 380 torque.

I don't want to add that much weight for ST2.

I'm at the limit for NASA TT2 right now, I can't go any higher.

Nice numbers, Tim. Congrats.

Rich

My goal has been to get 350 tq /350 rwhp with much of that tq coming in early as well as not wanting to run high revs. We easily had 350 plus last night but I wanted a safe tune that would allow me to run enduros in the heat of summer here in AL and GA. Can't wait for this weekend, will be instructing at Barber with BMWCCA. Looks like the weather will be in the low 80's and perfectly sunny

Pics of the other two 944 LSX's last night. The silver car is running an LS1 with LS2 heads, LS6 intake and a fairly large cam. Red car has a brand new LS3 crate engine in it. Both are impressive cars.

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Car ran great at the track this weekend. Temps in the mid to high '80's and both water and oil temps stayed at 210.

Great news...btw...I see the red car is using an ABS Electric booster.

What about the silver car...is that also an OEM electric booster from a Chrysler product?...(hard to see)

Silver car is running non-boosted brakes.

What are those gold things on the brake lines? Are they just couplers? Or are they to keep pressure on the lines.

Couplers, as far as I remember.