@@UpNorthCatsFan is just the tenacity of going through design heads, dry sump, VVT, and then!!!! All the wiring diagrams. The easy way was a special ECM, but no we will make a factory big block. 🤯🤯🤯
Ford "Godzillas" are DI big-blocks. With "variable valve timing". You think this tool really "innovated" something here? That's funny. As funny as calling that "running".
@@deeremeyer1749 well I don't see everybody in their garages doing this. So yeah it's pretty fascinating to see an old big block go DI. Ford Godzilla motors are also newer than the old big blocks not by much compared with the engine they're doing. But seeing something custom like this is pretty cool to me. I'm sure you've seen everything under the sun and aren't impressed by much but I haven't and will be impressed regardless.
I knew I recognized Larry's voice! He saved my c4 when my optispark went out. I never took my vette anywhere else. Im so glad to see hes working his magic on the new C8s. He is such a wealth of knowledge on Corvettes. Its nice to hear his voice again. Keep up the amazing work!
I doubt anyone asked for or expected this build, but holy crap is it awesome. The effort just to source one off parts and make everything work with the OEM software is beyond impressive. Surely GM has to be blown away, too. It's a real shame the 8.1 never got the love it should have especially since the godzilla is being supported in the aftermarket. Continue on and I hope you'll be driving it soon.
🎉Exactly what "problem" was "solved" with this SBC to BBC "conversion"? GM C/K 2500/3500 TRUCKS HAD STANDARD LS 6.0 LITER SMALL-BLOCKS AND OPTIONAL 8100 BIG-BLOCKS FOR 2-3 YEARS PRIOR TO THE 8100 BEING "RETIRED". THE BASIC ENGINE "ARCHITECTURE" IS "IDENTICAL" .
Amen, brother 🙏🏼, if Chevrolet was to bring back the "Big-Aluminum-Engine," I would definitely purchase at least one, maybe even more? Just like one of my sons, he's on his second Corvette. He's 35 years old, lives in Sonoma County, and his house is paid off 💯% as are his Chevy's. He also has a '92 Chevy pickup by choice for the engine, manual transmission, looks and reliability!! Thank you once again!! It was an attention getter for sure!! You're 😎
You could have cam to crank timing physically perfect but with moving that reluctor wheel to trick the ignition timing the more you move it the more out of phase the computer will see even though it technically never changed the physical relationship.
You guys remind me of me and my business partner in the 80’s and 90’s, we worked well together, two completely different ways of thinking but we’d fix most of anything in those days putting our heads together. R.I.P. Randy A.S.
Larry is tenacious in sorting out the intricacies of the C8 computers and wiring. Greg thanks for being there to help and document Larry's progress. Can't wait for the next installment!!
Rather than getting upset when things don't go right, Larry seems to be thrilled to have a new problem to solve. That's a winning attitude. Greg and Larry make a good team.
That's Exactly a CORRECT Statement, It's The Love of That Chevy Beast, While Playing/Workings With Greg's Amazing Knowledge Too Boot!! Greg & Larry "Are" a Perfect Team, I'd So Very Much Enjoy building an 8.1 CBB. In My Corvette !! I've really got to see your Monster Rolling. Thank you both, Greg & Larry. It's another learning Video. Bye bye for now.
Larry just wanted to prove old guys can deal with modern technology computers and sensors. So he thought for a while what would be the most difficult swap take an old big block and convert it to run new technology in the most difficult car ever with it's massive amount of electrical connection and huge wiring harness there's no doubt soon it will run and perform just as he dreamed up one night
Brings back alot of memories, when working at Caddy dealership, It's not easy to put a cradle in a car by yourself, Caddy only had a cart that locked in to subframe with spring loaded pins; you were on your own from there. Cam and crank sensors, watching with ya; It needs timing, oh and yes tracing out the circuits. Good thing it's not under flat rate, LOL Awesome, I didn't know that you Greg knew as much as you do, Your are a auto tech also, gives more incite to your videos. I love watching ya
I have used the same method to remove/install complete FWD combos for more than 20 years! Its a lot easier to remove the whole subframe with engine/trans attached on most FWD vehicles than trying to remove a single component and much easier to work on. OBVIOUSLY, a car lift is best friend.
Great stuff Greg. How many guys have bench raced putting a big-block in a C8 but Larry just does it. This thing is going to pull like a freight train. Can't wait for the next video.
Something on engine coolant temp readings. ( and crank and cam sensors as a bonus ) I've found that ( even going back in the OBD 1 1990's ) that the computer can use an assumed coolant temp based on air intake temp / length of engine run time to replace missing data from a disconnected / failed sensor. It really depends on where the scan tool is getting coolant temp data. It seems that if the engine computer only sends sensor voltage data to the scan tool, the scan tool internally calculates coolant temp to display. This means that both will agree even if the sensor is disconnected. If the cars computer sends coolant temp voltage and temperature data to the scan tool, a disconnected coolant sensor will show disconnected voltage but the degree reading will be an assumed value used in the fueling calculation. For cam and crank sensors, I've seen V6 Chrysler products start and run with the crank sensor disconnected. This is something that I never thought possible but there is enough data to make the engine run. Crank time is longer due to the computer trying to make the engine run from the crank sensor first. EDIT The cam sensors are used as a synthetic crank reference allowing the engine to run.
Chrysler back in the day was great for giving you fake TPS sensor readings, too. The computer would automatically compensate (kind of) for a drifting TPS reading, adjust the reading until it made "sense" to the ECM, and then it would display the "adjusted" value on a scan tool. It still wouldn't run right, but it made the problem 100% harder to locate until you finally learned that little chestnut of info... A Ford you can disconnect the MAF sensor entirely and it will revert to running off the MAP, TPS, and 02 sensors, while substituting a "derived" MAF reading off a table. It won't run great, but it'll run. A Chevy Duramax diesel will start and run just fine with the cam position sensor disconnected but it won't start again unless you clear the code, or disconnect the battery. Once you do that it'll start and run fine again. There's so much stuff like that and it's all different from manufacturer to manufacturer.
@@pr3modeling239 Yep, this is one of the reasons I moved from fixing cars and into industrial machinery. While I know how all of the electronics / electrical / mechanical bits work, the strategy is hidden with cars. I still like that kind of work but the problem is , unless you specialize in one make , you might only see this odd problem once a year. I still do some consulting work for a shop however am falling out of the strategy loop. One I cam across was a front drive Lincoln from the 2000's? . It had a transmission code related to limited power / power reduction. The engine side had no codes however. Turns out the MAF was failing and the transmission side of the computer used this to calculate engine load. Another was a Gen 2 RX-7 with an intermittent coolant temp sensor that once it glitched, the computer would never read the actual temp until another key cycle. It took an oscilloscope to find this.
@@pr3modeling239 Working on and diagnosing electrical gremlins on a Duramax is a full time hobby at times 😂 Surely there must be a better way to get the raw data from the computers without all of the derived values. Does the Duramax also have derived values for tge TPS? I am tracjing down some odd issues there as well.
Thank you, Greg and Larry. It's awesome to get to watch you do this, especially get to watch you woek through what most would see the problems and issues, that are just the process of bring this beast to life. 😮😊🎉 thank you.
Lingenfelter only has a 427 on the similar sbc platform. This 8.1 is a much much more difficult task having to literally retrofit everything about the 8.1 to get it to communicate with the c8 software
The flat plane is cool but will be great to see what this great platform & suspension will do with some 8.1L big boy muscle torquing it like a rocket down the road! 💪🏽
Larry I see your garden grows greatness, that's making the Vette with a capital V!! Nothin more American than Big Block Vette! Thanks Greg! Great Stuff Man...
Today, Friday the 21/6/2024, Australian time, I watched a UA-cam video of a Lingenfelter C8 with a 427 big block engine in it. So I'm not sure how that fits in with the fantastic work that is being done here. But I'm sure that there is room in the US market for plenty more of them.
Hey guys 👋🏻, Larry, your knowledge 😉 is outstanding!! I can only imagine the stress 😩 😪 But just like the pain of a woman giving a child birth, the stress and pain are soon forgotten once and for all, afterward, the joy with that, that was accomplished makes friendships stronger for the rest of each one's life! Thank 👍 you, Larry, and please thank your true friends 🧡 , in the name of Jesus Christ, Amen, 🙏🏼.
Awesome build! Once you get the cam/crank correlation correct it's still likely to sound lazy (low timing) at idle until you start adjusting the calibration. These very torque based ECMs will suck the timing way down until the torque table is corrected. I'd love to help with tuning it but I'm on the opposite coast 😂 Good Luck!
I subscribe to your channel. Let me know how to get in touch with you. Larry might wanna reach out and get some information or pick your brain on some of the tuning factors that are involved with this build! Thank you Greg Q
Mr Hofer you are on another level Sir. Literally holding my lighter in the air!!!! Other thoughts I have are Im not worthy,,,,, How he even knows where to look to trouble shoot the next issue is amazing. To be able to work with a man of this caliber would be amazing.
That's a Pretty intense undertaking... I love odd ball engine swaps, one that I've had bouncing around in my noggin is taking a 04-2014 3v 5.4 powered F series truck where there should be a plethora of them where so many decided to cut there losses and move on and drop the entire drive train from an 87-97 EFI 7.5L (460) or even an EFI 5.8L (351w). Its not a very desirable truck period but it would for one make it a great truck but it would blow minds to see that 7.5 or 5.8 emblem but installed in an OEM fit n finish That seems like beating a rock with a stick compared to this c8 project but still would be cool.
Folks....those sensors are very sensitive, but the reluctor is on a dampener??? Isn't that reluctor wheel experiencing torsional drift with the harmonics of the motor at a low idle?! I could certainly be WAY wrong here....but it IS a thought 😂
I wonder if this will be the TQ monster I think it will be? Any dyno#'s on the engine? I drove a u haul truck years ago with the 8.1L I was surprised with the power such a large truck had. Even loaded , even tho I'm used to the old pre90's trucks. A one ton truck with a 350 of the 70's smog era is like pouring water in cornflakes! Especially loaded. It will get you there, you may be a couple days late. But that. 8.1 in that vett should get you there and back in time to see yourself leave! Maybe in time to wake yourself in the morning so you can get a early start! I'd like to build a few engines some day, possibly a 7.0L LS7 block with 4.8 crank long rods . With a 4340 steel crank, and rods, it should be capable of 9500+ rpm make custom rods long enough to push the pistons out about .020-.030" possibly more , then mill them to clear the head and valves , no math involved they would possibly be .300"longer than original. Get scat to make a crank and rods use LS7 pistons , possibly reversed because the long rods will do what the offset pin did. Or not, the wall friction should be low. Possibly using a H-beam rod. With external oil pump. Even with stock heads it should make Good hp. Low end TQ may be not so great. Add a couple turbos with a air to water intercooler in the plenum similar to the ones used with superchargers. Using its own coolant system. With a 2gallon tank and radiator to operate closed loop or through the radiator. To allow the he use of ice. Maybe use methanol as a coolant and pack the radiator with dry ice. If the intake runner could see 24psi at 68°F it should be capable of insane power. It's more likely to see 168°F + . I have been wanting to do some testing with coatings. Ceramic insulation coatings on the intake and exhaust ports and combustion chamber. And possibly chrome plating the outside of the head around the intake port. Or possibly just ceramic coating the whole head and the piston domes. Keep the heat in the air not the metal components. It should allow much higher compression. I also thought about attempting to copper plate the water jackets of a iron engine block to prevent rust and possibly promote cooling. it could possibly add strength to the bore, especially with a heavy plate. About .090-.100" thick with copper or nickel plating. It could possibly allow over bores over 060" for engines like sbc. Maybe a .080" -.100" bore could be possible. I have heard of 283's being bored to 4.0" that's like .125". I'd definitely want to check the thickness before doing so. If someone had the equipment, they could bore the block out to install sleeves thicker than the bore. Then to assure a seal between the block and sleeve. Electroplate the water jackets. you probably need to have access to the equipment. Because paying a shop to do so. Would probably cost more than the project it's self. I saw a 5.3 bored and sleeved to a LS7 bore. Wild things are possible if you have the nerve and equipment! Sorry to ramble, have a awesome day,!
17:58 don't probe female connectors with a random piece of wire, the plating can be damaged or the terminal can be spread. INSTEAD have some Silver plated male blade terminals of appropriate sizes (0.64, 1.2, 1.5, 2.8mm... etc..) to "deep throat" probe your female terminals. Silver is compatible with all female plating types: Gold, Silver, and Tin. Once you damage a female terminal by spreading it, or damage the plating .. it may still connect initially, then FAIL later .. chasing down and repairing it then can be a REAL hassle.
Man this is a level of tenacity that is rare
I like to think there are people who actually like hot rodding (guys like these) and then there are people who just drive fast cars.
@@UpNorthCatsFan is just the tenacity of going through design heads, dry sump, VVT, and then!!!! All the wiring diagrams. The easy way was a special ECM, but no we will make a factory big block. 🤯🤯🤯
That thing is going to be wild. Can’t believe I’m seeing a big block running direct injection. Pretty amazing.
Ford "Godzillas" are DI big-blocks. With "variable valve timing".
You think this tool really "innovated" something here?
That's funny. As funny as calling that "running".
@@deeremeyer1749 well I don't see everybody in their garages doing this. So yeah it's pretty fascinating to see an old big block go DI. Ford Godzilla motors are also newer than the old big blocks not by much compared with the engine they're doing. But seeing something custom like this is pretty cool to me. I'm sure you've seen everything under the sun and aren't impressed by much but I haven't and will be impressed regardless.
This the best thing I have ever seen in my 53 years of life, this way more than great!!!! 👍👍👍
You either really love cars and engines or you've not seen much. I agree it is pretty sweet though.
40 years old and I’ve become a fan boy to a fan boy of some of the baddest grandpas on earth.
I can’t get enough of
I knew I recognized Larry's voice! He saved my c4 when my optispark went out. I never took my vette anywhere else. Im so glad to see hes working his magic on the new C8s. He is such a wealth of knowledge on Corvettes. Its nice to hear his voice again.
Keep up the amazing work!
I doubt anyone asked for or expected this build, but holy crap is it awesome. The effort just to source one off parts and make everything work with the OEM software is beyond impressive. Surely GM has to be blown away, too. It's a real shame the 8.1 never got the love it should have especially since the godzilla is being supported in the aftermarket. Continue on and I hope you'll be driving it soon.
Thank you!
The world is going to miss guys that can perform this type of problem solving and work & Their level of skill is amazing!
🎉Exactly what "problem" was "solved" with this SBC to BBC "conversion"?
GM C/K 2500/3500 TRUCKS HAD STANDARD LS 6.0 LITER SMALL-BLOCKS AND OPTIONAL 8100 BIG-BLOCKS FOR 2-3 YEARS PRIOR TO THE 8100 BEING "RETIRED".
THE BASIC ENGINE "ARCHITECTURE" IS "IDENTICAL" .
Very educational for an old guy like me. I’m 75 and it is never to late to learn!
Larry is one of those brilliant techs that's been around forever and still blows your mind with his innovations. Bravo man!!!
The level of performance this offers is going to be , hate to say it, game changing
I want to be like Larry when I get old, this is very impressive
This is the best project on youtube right now
These people are absolutely genius. What an amazing accomplishment
I will follow you through this Journey.
Thank you for putting a BBC in this…
This is what the C8 Platform needed!!!
With two of you tenacious, super intelligent and capable guys working together you have such a team.
Damn Larry's a space shuttle engineer. This is unbelievable.
When a man just wants to drive his big block C8, this is what you get 👍🏻👍🏻
I love videos like this showing ingenuity and never give up at work. What a beast.
It’s time GM brings the big block corvette back.
Why? More weight....less power. Stupid af
Amen, brother 🙏🏼, if Chevrolet was to bring back the "Big-Aluminum-Engine," I would definitely purchase at least one, maybe even more? Just like one of my sons, he's on his second Corvette. He's 35 years old, lives in Sonoma County, and his house is paid off 💯% as are his Chevy's. He also has a '92 Chevy pickup by choice for the engine, manual transmission, looks and reliability!!
Thank you once again!! It was an attention getter for sure!! You're 😎
The government won’t allow it because of fuel economy standards. Otherwise, it would’ve been a staple of the Corvette.
After that many hours of work, that had to be euphoric! 24:32
That Corvette sounds so wicked with the 8.1 Big Block!
You could have cam to crank timing physically perfect but with moving that reluctor wheel to trick the ignition timing the more you move it the more out of phase the computer will see even though it technically never changed the physical relationship.
Agree 100%
Long live the big block Chevy 🤘🤘🤘🤘
You guys remind me of me and my business partner in the 80’s and 90’s, we worked well together, two completely different ways of thinking but we’d fix most of anything in those days putting our heads together. R.I.P. Randy A.S.
Larry is tenacious in sorting out the intricacies of the C8 computers and wiring.
Greg thanks for being there to help and document Larry's progress. Can't wait for the next installment!!
Rather than getting upset when things don't go right, Larry seems to be thrilled to have a new problem to solve. That's a winning attitude. Greg and Larry make a good team.
That's Exactly a CORRECT Statement, It's The Love of That Chevy Beast, While Playing/Workings With Greg's Amazing Knowledge Too Boot!! Greg & Larry "Are" a Perfect Team, I'd So Very Much Enjoy building an 8.1 CBB. In My Corvette !!
I've really got to see your Monster Rolling.
Thank you both, Greg & Larry. It's another learning Video. Bye bye for now.
I love it! The 8.1 deserves some love
Larry just wanted to prove old guys can deal with modern technology computers and sensors. So he thought for a while what would be the most difficult swap take an old big block and convert it to run new technology in the most difficult car ever with it's massive amount of electrical connection and huge wiring harness there's no doubt soon it will run and perform just as he dreamed up one night
Orrrrrr he just wanted a big block in a c8
@@regal105😂 both answer dope(tech wiz& car god big block) I’m rocking with the Car God big block 🔥🔥
Brings back alot of memories, when working at Caddy dealership, It's not easy to put a cradle in a car by yourself, Caddy only had a cart that locked in to subframe with spring loaded pins; you were on your own from there. Cam and crank sensors, watching with ya; It needs timing, oh and yes tracing out the circuits. Good thing it's not under flat rate, LOL Awesome, I didn't know that you Greg knew as much as you do, Your are a auto tech also, gives more incite to your videos. I love watching ya
*This thing is gonna be amazing. You are definitely starting a trend with this build all it needs is BOOST*
For tuning support I'd recommend Peitz Performance in Tomball, Tx. No one knows these C8's like the team there
He worked with HP tuners for global B. So he may have some pull to get hp tuners to implement some things to help these guys.
This is legendary the new school with our knowledge of scanners and new tech with the old school that really really knows ALOT about ALOT🔥🔥🔥🔥
I have used the same method to remove/install complete FWD combos for more than 20 years! Its a lot easier to remove the whole subframe with engine/trans attached on most FWD vehicles than trying to remove a single component and much easier to work on. OBVIOUSLY, a car lift is best friend.
Great stuff Greg. How many guys have bench raced putting a big-block in a C8 but Larry just does it. This thing is going to pull like a freight train. Can't wait for the next video.
Larry is absolute legend !
Something on engine coolant temp readings. ( and crank and cam sensors as a bonus )
I've found that ( even going back in the OBD 1 1990's ) that the computer can use an assumed coolant temp based on air intake temp / length of engine run time to replace missing data from a disconnected / failed sensor.
It really depends on where the scan tool is getting coolant temp data. It seems that if the engine computer only sends sensor voltage data to the scan tool, the scan tool internally calculates coolant temp to display. This means that both will agree even if the sensor is disconnected.
If the cars computer sends coolant temp voltage and temperature data to the scan tool, a disconnected coolant sensor will show disconnected voltage but the degree reading will be an assumed value used in the fueling calculation.
For cam and crank sensors, I've seen V6 Chrysler products start and run with the crank sensor disconnected. This is something that I never thought possible but there is enough data to make the engine run. Crank time is longer due to the computer trying to make the engine run from the crank sensor first. EDIT The cam sensors are used as a synthetic crank reference allowing the engine to run.
Chrysler back in the day was great for giving you fake TPS sensor readings, too. The computer would automatically compensate (kind of) for a drifting TPS reading, adjust the reading until it made "sense" to the ECM, and then it would display the "adjusted" value on a scan tool. It still wouldn't run right, but it made the problem 100% harder to locate until you finally learned that little chestnut of info...
A Ford you can disconnect the MAF sensor entirely and it will revert to running off the MAP, TPS, and 02 sensors, while substituting a "derived" MAF reading off a table. It won't run great, but it'll run.
A Chevy Duramax diesel will start and run just fine with the cam position sensor disconnected but it won't start again unless you clear the code, or disconnect the battery. Once you do that it'll start and run fine again.
There's so much stuff like that and it's all different from manufacturer to manufacturer.
@@pr3modeling239 Yep, this is one of the reasons I moved from fixing cars and into industrial machinery. While I know how all of the electronics / electrical / mechanical bits work, the strategy is hidden with cars.
I still like that kind of work but the problem is , unless you specialize in one make , you might only see this odd problem once a year.
I still do some consulting work for a shop however am falling out of the strategy loop.
One I cam across was a front drive Lincoln from the 2000's? . It had a transmission code related to limited power / power reduction. The engine side had no codes however. Turns out the MAF was failing and the transmission side of the computer used this to calculate engine load.
Another was a Gen 2 RX-7 with an intermittent coolant temp sensor that once it glitched, the computer would never read the actual temp until another key cycle. It took an oscilloscope to find this.
@@pr3modeling239 Working on and diagnosing electrical gremlins on a Duramax is a full time hobby at times 😂 Surely there must be a better way to get the raw data from the computers without all of the derived values. Does the Duramax also have derived values for tge TPS? I am tracjing down some odd issues there as well.
Im hoping to see more of this in the future. Im so impressed with the quality of your videos and the stories that they've immortalized into history.
Was waiting for someone to say, I think the reluctor wheel is 180 off…😜
Impressive effort and accomplishment.
I’ve built my own hotrods for over 50 years. These guys make me look like Ned in the First Reader. Amazing skills!
The discussion at 28:00. Working through those kinds of issues is what helps projects gets finished. Nice work!
Generous Motors in their infinite wisdom will always screw up something that works perfectly but it brings out the best in this guy. Good stuff.
I love wild card builds like this
Larry is the man... dude is full of knowledge and still uses message boards vs facebook
wow, what a complex system.
What you have here is a Man challenging himself. Amazing stuff. Bravo 👏🇺🇲
I really wanted to hear it outside of the car. Can’t wait
Thank you, Greg and Larry. It's awesome to get to watch you do this, especially get to watch you woek through what most would see the problems and issues, that are just the process of bring this beast to life. 😮😊🎉 thank you.
Good work guys. I have been waiting for you to get that thing running. Happy it has happened!
Great update! I hope there is someone that is interested in following in this man's shoes... So much wisdom & knowledge, needs to be passed on !
Most peoples pocket books are a bit light to be turning a $80,000 car into something that wont be street legal in most states.
Sad he didn't get it done before Lingenfelter got theirs done. But kudos to him
Lingenfelter only has a 427 on the similar sbc platform. This 8.1 is a much much more difficult task having to literally retrofit everything about the 8.1 to get it to communicate with the c8 software
Amazing tenacity!
It really is ! Larry is on a different frequency than the rest of us!
Two master mechanics at work . Great job
Thanks for all these updates Greg! ...you guys are Legends for sharing all this information so freely!
The flat plane is cool but will be great to see what this great platform & suspension will do with some 8.1L big boy muscle torquing it like a rocket down the road! 💪🏽
Larry I see your garden grows greatness, that's making the Vette with a capital V!!
Nothin more American than Big Block Vette!
Thanks Greg! Great Stuff Man...
The great thing about this video is that you have proof you helped to build the first one ever 😂😂
This is a whole other level of intelligence
absolute genius!!!! i want one on my z08 now 😭 i shouldnt have watched lmao
big block with direct injection and VVT. now i've seen everything
oh boy this is cool
Really looking forward to seeing this thing chopping down the road, sick project!
This thing is going to be spooky when it's done.
Boy in kindergarten : my grandpa is great....
Other boy: Hold my beer, my grandpa makes direct injected FIREBREATHING GODZILLAS!!!!!
Boy: 😭😭😭😭😭😭😭
8 👍's up GQ thank you for sharing 🤗
Incredible work and persistence.
Awesome work guys!!!!!👌
AWESOME GOOD JOB LARRY AND GREG! 👏🏻👏🏻👏🏻🙌🏻🏆
Today, Friday the 21/6/2024, Australian time, I watched a UA-cam video of a Lingenfelter C8 with a 427 big block engine in it. So I'm not sure how that fits in with the fantastic work that is being done here. But I'm sure that there is room in the US market for plenty more of them.
Yep leave the cam alone. Change reluctor and do a relearn. Man it's gonna work!
I can’t believe what I just watched! I have a 02 8.1L and I’d love to do VVT and direct injection on mine once he gets it protected
That is a lot of work for sure, can not wait to see it on the road. 👍😎👍
Hey guys 👋🏻, Larry, your knowledge 😉 is outstanding!! I can only imagine the stress 😩 😪 But just like the pain of a woman giving a child birth, the stress and pain are soon forgotten once and for all, afterward, the joy with that, that was accomplished makes friendships stronger for the rest of each one's life! Thank 👍 you, Larry, and please thank your true friends 🧡 , in the name of Jesus Christ, Amen, 🙏🏼.
You guys are super heroes
Awesome build!
Once you get the cam/crank correlation correct it's still likely to sound lazy (low timing) at idle until you start adjusting the calibration. These very torque based ECMs will suck the timing way down until the torque table is corrected.
I'd love to help with tuning it but I'm on the opposite coast 😂
Good Luck!
Thank you! Larry may want to pick your brain a little bit.
I subscribe to your channel. Let me know how to get in touch with you. Larry might wanna reach out and get some information or pick your brain on some of the tuning factors that are involved with this build! Thank you Greg Q
I liked how he went right for a wiring diagram instead of a stupid, time wasting flow chart.
Thats gonna be a lot of trouble for the competition oneday.😂 nice work
Grea5 job guys, it’s great to hear it running.
I love this! I live for this type of stuff! 👍🏼
Beautiful thing!
I am hooked. More!!
Mr Hofer you are on another level Sir. Literally holding my lighter in the air!!!! Other thoughts I have are Im not worthy,,,,,
How he even knows where to look to trouble shoot the next issue is amazing. To be able to work with a man of this caliber would be amazing.
That's a Pretty intense undertaking... I love odd ball engine swaps, one that I've had bouncing around in my noggin is taking a 04-2014 3v 5.4 powered F series truck where there should be a plethora of them where so many decided to cut there losses and move on and drop the entire drive train from an 87-97 EFI 7.5L (460) or even an EFI 5.8L (351w). Its not a very desirable truck period but it would for one make it a great truck but it would blow minds to see that 7.5 or 5.8 emblem but installed in an OEM fit n finish That seems like beating a rock with a stick compared to this c8 project but still would be cool.
Damn Greg , you get to have ALL the FUN !
Great work!!!
Pure gold, thank you!
Glad you enjoyed it!
Congratulations,I'm tuned, but please, we didn't want to miss you.
Absolutely brilliant well done and thank you for sharing 🇦🇺👍
Dodge boys turning to Ford once again to save the day😂 Love the channel guys. Hope you don’t regret the direct injection like so many others do.
I cant wait to see a big block Corvette on the road again.
YES!
Another outstanding video!!!
Keep up the excellent content
Incredible
Do you mean “perseverance”?
Also : intake "plendum" lol. Some word salads are always fun, just ask Kackling Kamala lol
@@_CryptoNoob_
😂😂😂😂😂
GREAT! GM could take some lessons from you Larry and put a big block in the C8.
Folks....those sensors are very sensitive, but the reluctor is on a dampener??? Isn't that reluctor wheel experiencing torsional drift with the harmonics of the motor at a low idle?! I could certainly be WAY wrong here....but it IS a thought 😂
I had a issue like that once and it turned out to be a relay
Hell yea. Love it
Thank you!
I wonder if this will be the TQ monster I think it will be? Any dyno#'s on the engine? I drove a u haul truck years ago with the 8.1L I was surprised with the power such a large truck had. Even loaded , even tho I'm used to the old pre90's trucks. A one ton truck with a 350 of the 70's smog era is like pouring water in cornflakes! Especially loaded. It will get you there, you may be a couple days late. But that. 8.1 in that vett should get you there and back in time to see yourself leave! Maybe in time to wake yourself in the morning so you can get a early start! I'd like to build a few engines some day, possibly a 7.0L LS7 block with 4.8 crank long rods . With a 4340 steel crank, and rods, it should be capable of 9500+ rpm make custom rods long enough to push the pistons out about .020-.030" possibly more , then mill them to clear the head and valves , no math involved they would possibly be .300"longer than original. Get scat to make a crank and rods use LS7 pistons , possibly reversed because the long rods will do what the offset pin did. Or not, the wall friction should be low. Possibly using a H-beam rod. With external oil pump. Even with stock heads it should make Good hp. Low end TQ may be not so great. Add a couple turbos with a air to water intercooler in the plenum similar to the ones used with superchargers. Using its own coolant system. With a 2gallon tank and radiator to operate closed loop or through the radiator. To allow the he use of ice. Maybe use methanol as a coolant and pack the radiator with dry ice. If the intake runner could see 24psi at 68°F it should be capable of insane power. It's more likely to see 168°F + . I have been wanting to do some testing with coatings. Ceramic insulation coatings on the intake and exhaust ports and combustion chamber. And possibly chrome plating the outside of the head around the intake port. Or possibly just ceramic coating the whole head and the piston domes. Keep the heat in the air not the metal components. It should allow much higher compression. I also thought about attempting to copper plate the water jackets of a iron engine block to prevent rust and possibly promote cooling. it could possibly add strength to the bore, especially with a heavy plate. About .090-.100" thick with copper or nickel plating. It could possibly allow over bores over 060" for engines like sbc. Maybe a .080" -.100" bore could be possible. I have heard of 283's being bored to 4.0" that's like .125". I'd definitely want to check the thickness before doing so.
If someone had the equipment, they could bore the block out to install sleeves thicker than the bore. Then to assure a seal between the block and sleeve. Electroplate the water jackets. you probably need to have access to the equipment. Because paying a shop to do so. Would probably cost more than the project it's self. I saw a 5.3 bored and sleeved to a LS7 bore. Wild things are possible if you have the nerve and equipment! Sorry to ramble, have a awesome day,!
Thank you for all the information!
100% Epic !!!!!
17:58 don't probe female connectors with a random piece of wire, the plating can be damaged or the terminal can be spread. INSTEAD have some Silver plated male blade terminals of appropriate sizes (0.64, 1.2, 1.5, 2.8mm... etc..) to "deep throat" probe your female terminals. Silver is compatible with all female plating types: Gold, Silver, and Tin. Once you damage a female terminal by spreading it, or damage the plating .. it may still connect initially, then FAIL later .. chasing down and repairing it then can be a REAL hassle.