KMO43

Ya I'd rather have top end than tons of torque don't want to roast the tires out of each corner. I like the gearing of the LSJ trans too. But either way I'll be doing a build tread looking to do this in the fall

Ecotecftw

iTrader: (6)

There is a ton of good info in here. I haven't quite decided what route I am going yet so all these different threads and ideas are a big help. I have a completely stock LE5 auto with 149k on the clock. I think that's too high of miles to mess with but idk. It's my daily so I can't flirt with disaster too much. I have considered buying a low mileage replacement and putting an M62 on it, or maybe a turbo idk yet. So many options to go with...

Spawne32

iTrader: (1)

quick update, engine is goin in saturday morning, been in and out of the hospital for arm surgery over the past month so its kinda got me hung up, hopefully i can get this thing tuned within the next 2 weeks and see what it can do. Got just a little bit more of the header to wrap up.

KMO43

I like how clean all the aluminum looks not corroded. Hope you get it all together and feel well soon

Spawne32

iTrader: (1)

its oxidized a good bit lol i lightly sanded the valve cover with a scotch pad in prep for painting it but gave up half way through, on previous builds I have been overly meticulous about looks but for this one, dont really have the time nor care. lol

Spawne32

iTrader: (1)

So i figured its been long enough, its due for an update. Got the motor up and running and the car felt FANTASTIC, at least 20hp picked up through all the mods. Anything more then 50% throttle in 1st gear and it rips apart the front right tire which is a shitty walmart/nexen brand all season lol.

It's not without its share of issues though, first problem I had was a ridiculous ticking sound which turned out to be the OEM lash adjusters not cooperating with the regrind cams. The stage 2 ZZP lash adjusters fixed that problem but it wound up coming back when I switched to a 5w40 oil, seems they cant bleed down and pump up fast enough when revving on the 40 weight. I got a case of 10w30 VR1 valvoline coming to solve that issue.

Then over the past 2 weeks I developed a random misfire, couldnt figure out for the life of me what it was, i was swapping components, coils/injectors. Wound up just ordering a new hitachi maf and two acdelco coils (which turned out to be revised denso's by the part #) and the car suddenly came back to life. Old maf had corrosion all on the wires that are exposed on the inside as well.

After that I was able to isolate the misfires distinctly to cylinder #2 instead of a random misfire. 700+ misfire counts on that one cylinder alone, <50 on the rest with cylinder #3 being the second highest. Tried swapping one of the new coils over to cylinder #2 which made no difference, seems to be a fuel injector from my testing so I have two new injectors coming from rockauto and hopefully that issue will be resolved.

Also decided to install the zzp fuel pump rewire kit for ***** and giggles since I wasnt too impressed with how much the fuel pressure dropped with the AC coming on and the fan switching to high. Pressure drop was between 10-15psi which apparently is considered "normal" only because of the load placed on the charging system.

After completing that install and finding that the previous owner had spilled some sort of coffee or juice all under the back seat...I found that the MAF tables were now 10-15% over fueling the car. LOL Unreal how much voltage drop that pump must have been seeing, I wound up going from 8-10% over the stock MAF table to about 3-5% under the stock MAF. I had my doubts about whether or not it would actually work but ZZP wasnt kidding. Obviously overkill for this car's fueling needs right now but I feel much more confident knowing that voltage is much more stable going to the pump.

So friday morning two injectors and two more coils will arrived and hopefully this misfire issue will be completely resolved and then I can hit the dyno and the track for some actual good results.

Spawne32

iTrader: (1)

Another update, finally was able to diagnose the misfire problem, as the two injectors and two new coils helped the issue, but didnt solve the issue. Turn's out my regrind cams from delta camshaft are JUNK. When I contacted them about it they couldnt even provide me with a cam card to show what was cut onto the cam, so I have absolutely no idea if they cut the cams to the specs I gave them. Turn's out after some measurement, it doesnt seem like its even remotely close to what I gave them.

Became a bit suspicious of some other problem after I installed the new injectors and coils and still was having issues with cylinder #2, so I went ahead and did a compression test and revealed 155/120/145 on the first 3 cylinders before I stopped and pulled my leakdown tester out. Thinking that there was a problem from the rebuild, rings or valve seat or something, I leakdown tested the motor only to find 4%/7%/7%/4% with 400 miles on the new motor, excellent results for a motor that isnt completely broken in yet. This pointed the issue directly to the cams as the compression test takes in the dynamics of the cam's duration and overlap directly in that test. THe uneven compression across each cylinder lead me to believe that not only was the overlap wrong but it was also cut uneven across each lobe and every cylinder.

Since the motor was still ticking after revving the motor and letting it idle down, i suspected the issue would be more on the exhaust side as that side was naturally smaller and would need more removed for regrinding, but I had no idea I was going to find what I found when I measured the delta cams vs the stock cams. Base circle on stock cams is 30mm or 1.18", and this is true of every lobe with a variation of .010 across all 8 on each cam. The delta cams however were measuring up to 2.7mm smaller, with variations between the lobe of over .3mm, that would give this cams an effective lift of somewhere above .450" and a duration I cant even measure, but I can tell you that it was worse on cylinder #2 and #4 more then anything, which is what lead to the low compression and issues with misfires, particularly on cylinder #2.

So what I wound up doing is getting a LNF exhaust cam and installing that along with the stock cam, which gives me .415/.406 and 210/194 duration with a LSA of 127.5, compared to stock which is .415/.395 and 210/195 with a LSA of 130. There is a noticeable difference in low end torque and I picked up mid to top end power as well now that the cam is correct and the power is even across all cylinders. Roughly 3-4% more fuel on the mid to top end. VVT tables remain stock. But more importantly, compression results now show 175/174/168/178 which is a significant improvement.

Cams are on their way back to delta where I will be demanding a refund, so far i have gotten all kinds of excuses like they will provide .030 shims, etc etc but no way in hell will these cams be going back into the car, either they will cut a new set and provide their own cores, or I want my money back.

KMO43

I was always wondering why you didnt just buy zzp cams

Spawne32

iTrader: (1)

Only 93 bucks a cam to have regrinds done, which normally work fine. ZZP isnt even selling the LE5 cams anymore, after this whole debacle was uncovered, i contacted steve @ zzp and he told me comp wont sell them the cores anymore.

KMO43

That sucks about zzp not sellimg them. Can you custom order a set from comp? I had an le5 and they would be fun to rev out to 8k

Twoozofjuice

iTrader: (7)

I have the cores from my old engine if you want them. I can pull them off the head before my buddy takes it

Spawne32

iTrader: (1)

Nah im good, no more cam swaps for me, i feel good about this LE5 intake LNF exhaust setup, next step is the dyno and the track, then saving for a supercharger.

Couldn't get any info from comp about them.

Twoozofjuice

iTrader: (7)

Ah ok. I didn't know if cores were good for anything and I was just gonna give it to my buddy since he needs and engine to give the finance company lol

CordiaDOHC

iTrader: (2)

Ive pressured zzp a bit on the LE5 cams and for the most part it was a dead end. So I will also be grabbing an LNF exhaust cam. Was hoping there was another cam option but there just doesnt seem to be.

Would like to see a dyno graph with a LNF cam in the LE5 though.

Spawne32

iTrader: (1)

Unfortunately dont have any dyno's of it, it does require a minor change to the VVT tables to get it to work more effectively though.

mrbelvedere

iTrader: (3)

Spawne32

iTrader: (1)

what am i looking at mrb lol

mrbelvedere

iTrader: (3)

cam specs for a 2.4 i had done

Spawne32

iTrader: (1)

Looks fantastic, were they regrinds or blanks? Curious if your gonna have lifter issues like I had when I had the regrinds done. Guy over at delta camshaft was a moron, told me I couldnt have a cam card for my cams because you cant print one for a DOHC engine. Had no idea what the valve opening and closing events were.

JapEatr

iTrader: (9)

likely a blank

mrbelvedere

iTrader: (3)

They were reground ill use atock lash adj on int extended on exh

Spawne32

iTrader: (1)

Do you know how much material was removed from the base circle? Steve @ zzp told me that the extended lash adjusters allow for up to .080 removed from the base circle (2mm).

GBRunner24

iTrader: (1)

In for info and a good build so far. I know you may have said it before but are you doing anything to strengthen the automatic drivetrain? Different axles? Also what are you using to tune?

Spawne32

iTrader: (1)

I have a new torque converter from alliance converters, nothing fancy, down the road I may concern an upgraded converter. As long as the trans holds the power, the only modifications are in hptuners with regard to line pressure, shift times, and rev limit. From what I have seen from twooz build, the auto seems to be holding 300hp just fine on his car bone stock and hes in the 12's with drag slicks and the turbo setup.

mrbelvedere

iTrader: (3)

no where to get blanks

ill measure them