Tim's 944LS1 track car build!

I dont know what your plans for the motor are but a couple suggestions if you plan on pulling it apart(like you mentioned).

ARP rod bolts(weakest point of the ls1)
LS6 heads w/ aftermarket springs
Upgraded Cam(I went w/ EPS)
LS6 intake
upgraded injectors w/ bigger pump if you dont already have it.

This should really open your motor and get you about 400iswhp. I know you mentioned that you had a lower number in mind, but power is power . Its basically the route I'm going with my track car, I'm still trying to source an ls6 intake and injectors atm though.

Schuepbach wrote:I dont know what your plans for the motor are but a couple suggestions if you plan on pulling it apart(like you mentioned).

ARP rod bolts(weakest point of the ls1)
LS6 heads w/ aftermarket springs
Upgraded Cam(I went w/ EPS)
LS6 intake
upgraded injectors w/ bigger pump if you dont already have it.

This should really open your motor and get you about 400iswhp. I know you mentioned that you had a lower number in mind, but power is power . Its basically the route I'm going with my track car, I'm still trying to source an ls6 intake and injectors atm though.

Rod bolts - Yes
985 springs yes, no change to the head.
No change to cam at this time.
No change to intake, but might drop in an LS6 valley cover
I already run a Welbro 392, that should work fine. Not sure I need to upgrade to increase injectors size without change cams and intake (but I could be wrong). Current injectors will be sent off to be cleaned and flow matched.

ya stock injectors are fine w/o a cam upgrade

What is everyone using for their remote oil filter and oil cooler? Suggestions would be appreciated.

I have the renegade kit, however you can probably get a remote oil filter kit off summit and use AN lines.

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As for oil cooler, I'm using the one that was on my 951, however you can get them for cheap on summit as well.

No need to upgrade the injectors with the cam. I have an EPS 226/230 cam and am running stock injectors with a Bosch HV pump without issues. In fact, I ran the stock Turbo fuel pump for awhile with no issues as well.

Definitely do a cam, unless you're HP limited by a power/weight class. I'm running the stock 241 heads, but the cam literally added close to 100rwhp over stock and 40rwhp over the 224/224 cam I originally installed.

I also installed a doubler roller timing chain.

Talking with Eric and Eclou, it seems like the IDC's are really high and afr's start to lean out on a cam'd car w/ the stock 28.8 lb injectors. Speaking with other tuners, the general consensus is that you'll need bigger injectors at around the 400whp mark. I have no hard data atm though since my car has yet to make its first start.

Doc - I am limited on a wt/hp scale of 8.7 to 1 and I have a very light car. No need at present to build a monster. 325 rwTorque will feel like a monster compared to what I was running!

Schue - I was looking at the oil filter relocation kits on summit but was unsure as to the size needed. For example, if you run the kit that suggested, it does not come up for a 2000 Camaro SS (donor for my LS1 engine). What comes up are years that I would think would be for an LT1. So, does anyone have the correct size of the oil filter attachment?

Dropped the heads off at the shop this morning for a refresh, new springs and rollers. Will send off my fuel injectors for cleaning later this afternoon.

Oddly enough it only comes up for the 98 camaro, which is still an LS1. To be honest the kit application doesnt matter too much. You will have an aftermarket oil pan that will have direct outputs. All you really need to do is get the correct AN lines/fittings from the pan to the new oil filter housing. I don't know the sizes off hand but I'm sure Eric will be more than happy to help since you bought his pan.
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I was looking at the oil filter relocation kits on summit but was unsure as to the size needed. For example, if you run the kit that suggested, it does not come up for a 2000 Camaro SS (donor for my LS1 engine). What comes up are years that I would think would be for an LT1. So, does anyone have the correct size of the oil filter attachment?

If you are using the Moroso oil pan, it has 2 -10AN male fittings. I used two -10AN twist-tite 90° fittings from the oil pan to -10AN twist-tite hose. At the end of the two hoses I used two -10AN twist-tite straight fittings. These then are coupled to two -10AN-to-1/2”NPT 90° adapters. These adapters threaded into the moroso remote oil filter housing. The housing has one ½” NPT inlet, one ½” output and an extra ½” center port that can be used for an oil pressure or temperature gauge. The threaded bung on the filter mount is 13/16-16 inch and I use a Fram TG30 oil filter.

This is my setup for a 2009 LS3 engine. I havent added a cooler yet.

2 × -10AN to ½” NPT 90° adapter fittings PN# AER-FBM2039
1 × OIL FILTER PN# FRM-TG30
1 × OIL PAN PN# MOR-20140
1 × MOUNT OIL FILTER PN# MOR-23760
1 × PIPE PLUG (to cap of center port of mount) PN# PRS-1022
2 × TWIST-TITE -10AN END STRAIGHT Fittings PN# SUM-220703
2 × TWIST-TITE -10AN END 90° Fittings PN#SUM-220713
1 × -10AN TWIST-TITE HOSE PN# SUM-220789

Thanks guys. Lots going on today. Supplies started rolling in for the headers that will be made here in B'ham using Tom's jig. Sent off my fuel injectors to be cleaned and flow matched, got my Spec clutch setup ordered from David, and put my harness in the mail to be stripped of all unnecessary stuff. I have Tom's old exhaust that is a 3.5 into 4" pipe with racing muffler (the thing is huge; I should be able to shoot potatoes at least 1/4 of a mile)

I still have plenty of fuel injector duty cycle left to play with on the stock injectors and I'm making 375rwhp.

My AFR's are fine as plotted on my wide band. I replaced the fuel pump because Eric warned me to, but the car was running fine on the stock fuel pump as well.

Lemming, how much hp can you make? You won't hit 320-330rwhp without a mild cam...

docwyte wrote:I still have plenty of fuel injector duty cycle left to play with on the stock injectors and I'm making 375rwhp.

My AFR's are fine as plotted on my wide band. I replaced the fuel pump because Eric warned me to, but the car was running fine on the stock fuel pump as well.

Lemming, how much hp can you make? You won't hit 320-330rwhp without a mild cam...

I was planning on adding a substantial amount of weight and running 323 rwhp. If it comes out lower, I won't have to add as much weight

If you're playing with ballast, then I wouldn't bother with the cam. As you pointed out, just add less weight!

My car is still streetable, so I didn't want to strip it out, which meant I needed to make in the high 360's to low 370's for my class.

docwyte wrote:I still have plenty of fuel injector duty cycle left to play with on the stock injectors and I'm making 375rwhp.

My AFR's are fine as plotted on my wide band. I replaced the fuel pump because Eric warned me to, but the car was running fine on the stock fuel pump as well.

Lemming, how much hp can you make? You won't hit 320-330rwhp without a mild cam...

Well intake and injectors would cut into my wheel/tire purchase. So we'll see what my idc's will be once the car is running/tuned on the stock injecotrs. I did upgrade the fuel pump though.

Which Tilton master cylinder kit is everyone running for the clutch?

The Wilwood 13/16" compact is the easiest to mod to the factory firewall with this bolt-on adjustable adapter.....

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HA! Now that VM I sent you seems kinda silly Rob... LOL

Thanks,
Mark

I should mention a few things, I'm running a spec stage III clutch with alum flywheel. I also have a firewall plate that I got from Tom E.

I attached the fire wall plate and got the dual master brake cylinder set up today. Drilled the hole for more leverage and got everything together. Did't bother to attach brake lines as I'll have to pull the brake cylinders off to get the clutch master in place.

Better build a 9 degree spacer with the firewall plate or you'll trash your new MC....quickly

xschop wrote:Better build a 9 degree spacer with the firewall plate or you'll trash your new MC....quickly

Can you be more specific? I got the dual master setup and firewall plate from Tom E., in fact I pulled it off of his 968 and installed it just like it was on this car.

The firewall plate is not designed correctly at the clutch MC mount. It needs to be re-degreed to angle the MC upwards 9 degrees.

xschop wrote:Better build a 9 degree spacer with the firewall plate or you'll trash your new MC....quickly

Brakes, clutch, or both? I've heard of this recent development and I am glad that I have yet to even install the MCs. Mind throwing something together with your uber-machining skills?

And before I modify my 7/8" MC, should I try and swap for a 13/16" for an easier install?

13/16" is ALOT easier to install and lessens the force applied to the firewall. I still run my 7/8" Wilwood MC and it does not put any more strain on the firewall with the stock Camaro/Vette PP. The Dual Brake MC is another story, I just welded a Heim joint to the strut tower and it is solid as a rock. The pic is in the Dual MC thread.