track LSx crew: has anyone had one grenade
#22
Before Nick was a Miata guy, his track toy was an '02 C5Z with a 416ci LS3 stroker. He had a 3-quart accusump and would still see the "Low Oil Pressure" indicator come on around long, sweeping corners.
If you expect long-term reliability, a dry sump is not an option. His new LS1-powered build has one.
If you expect long-term reliability, a dry sump is not an option. His new LS1-powered build has one.
Whats the deficiency with the ls7 dry sump? Is it the pan, the pump, or the reservoir, or a fail on all fronts?
#23
My good friend just had his C6 blow up coming into turn 1 at Road America (I was sitting passenger). Car only had 8000miles on it and still under warranty. < Funny story actually
Anyways the LS7’s are prone to valve failure and he dropped his exhaust valve in 2 cylinders. He got a new motor under warranty and is sticking about 15k on top for better valves, exhaust, clutch, better dry sump system… blah blah blah
Anyways the LS7’s are prone to valve failure and he dropped his exhaust valve in 2 cylinders. He got a new motor under warranty and is sticking about 15k on top for better valves, exhaust, clutch, better dry sump system… blah blah blah
#24
Can you put a C5 batwing pan in it?
The batwing pans are best.
Add an extra quart of oil.
Run an LS1 coolant crossover and mod the bottom of your intake to fit it.
Aftermarket fuel rails to help one of the two issues with Cylinder #7 (the other being all the remaining air in the manifold hitting that last port and making the cylinder even more lean.
Those are the cheaper things. After that its the accusump like mentioned before which I wish performance cars came with OEM.
The batwing pans are best.
Add an extra quart of oil.
Run an LS1 coolant crossover and mod the bottom of your intake to fit it.
Aftermarket fuel rails to help one of the two issues with Cylinder #7 (the other being all the remaining air in the manifold hitting that last port and making the cylinder even more lean.
Those are the cheaper things. After that its the accusump like mentioned before which I wish performance cars came with OEM.
Last edited by tomiboy; 08-29-2012 at 09:26 AM.
#26
I read up on this a while back on LS1Tech - short story seems to be what has been mentioned in a few posts above: LS1/LS6 = no oiling issues during track use; LS2 and beyond = major risks with no silver bullet fix (guys that have added an Accusump and/or the "batwing" pan are still blowing motors.
I wish I knew that before I did the two track days in my LS3 IS300, but luckily I did add an additional half quart (add'l quart is too much with the hacked pan to clear the cross member). Knowing what I know now, I won't put that car on the track unless I upgrade the lube system...which I don't plan on doing.
I wish I knew that before I did the two track days in my LS3 IS300, but luckily I did add an additional half quart (add'l quart is too much with the hacked pan to clear the cross member). Knowing what I know now, I won't put that car on the track unless I upgrade the lube system...which I don't plan on doing.
#27
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In any case, I don't regret sticking with a turbo BP in Theseus.
#29
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Supposedly the 3s have drainback issues. The 1/2/6s still have them, but not nearly as bad as the 3s do. I think I remember reading that the 7 is a different issue (something having to do with the pickup tube).
In any case, I don't regret sticking with a turbo BP in Theseus.
In any case, I don't regret sticking with a turbo BP in Theseus.
#30
This thread is kind of eye-opening to me.
also lol'ed at this -
LS7 statistical failure rate, things to look for with high miles.. - Corvette Forum
Your kidding???
also lol'ed at this -
LS7 statistical failure rate, things to look for with high miles.. - Corvette Forum
Originally Posted by http://forums.corvetteforum.com/c6-z06-discussion/2837872-ls7-statistical-failure-rate-things-to-look-for-with-high-miles.html
Originally Posted by imman
Just clicked 139,000 and drive it the same as always, no problems.
#32
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This thread is kind of eye-opening to me.
also lol'ed at this -
LS7 statistical failure rate, things to look for with high miles.. - Corvette Forum
also lol'ed at this -
LS7 statistical failure rate, things to look for with high miles.. - Corvette Forum
#33
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This happened at RA a year or so ago in front of my buddy... guess he was bouncing it off the rev limiter all weekend. 'Goodness, gracious, great ***** of fire!'
Corvette Engine Explosion from Road Atlanta on Vimeo
Corvette Engine Explosion from Road Atlanta on Vimeo
#34
People often ask me why I didn't go with an LS3 conversion instead of my build. My stock answer has always been that a turbo four suits the character of the car more. Perhaps I'll start citing the propensity of the Corvette motors to "blow up real good" when tracking hard.
All-in-all, I prefer to have stud issues than ventilated block issues. No more stud issues, BTW.
All-in-all, I prefer to have stud issues than ventilated block issues. No more stud issues, BTW.
#36
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I know a guy who popped I can't even remember how many LS6 motors with the returnless fuel systems with a too extreme tune. Everytime I turned around he was swaping motors from burning out the #7 cylinder (or which ever is the last one)
#37
[QUOTE=tomiboy;920850]GM built a batwing for the non-dry sumped LS3 and scrapped the project cause it didn't work. There are a half dozen floating around. It's not the oil pan. The oil pools in the top of the head and doesn't drain back to the pan in time on high G left hand (I think it's left) corners. No one has come up with a cheap fix. [QUOTE]
Drill the lifter trays?
An oil pump with too much flow can pump the pan dry also. Melling pumps are good for this.
Drill the lifter trays?
An oil pump with too much flow can pump the pan dry also. Melling pumps are good for this.
#39
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So to update this thread... After three years of racing the LS1 Miata, including some very decent lap times in A6s (way under SM times), I took it to a dyno facility for some tuning and some new certification runs.
Using the same dyno (Dynojet), SAE 5% correction (same as before), the new plot, and plot from three years ago, are essentially identical. Point being, there is no degradation in power. I am still not having problems with oil pressure or fouled plugs, or any other signs of oiling issues.
All I have is the accusump and the oil cooler. I have just switched to a V8 Roadsters steel oil pan to clear my new V8 Roadsters subframe, but that just happened. All the last three years of track time was with the stock 2002 Camaro oil pan.
So, go dry sump if you think you have to. In my experience, the oil cooler and 3-qt accusump are just fine.
Now, I heard about one Accusump equipped LSx car that recently blew up a motor from oiling issues. However, the problem was not with the Accusump. The problem was with how the engine oil was refilled after an oil change. You cannot just drain the Accusump, then add new oil to fill the pan. What you HAVE to do is:
1. Fill the oil pan to the full mark.
2. Start and run the engine, increasing RPM until you hit the max pressure limit (about 62 psi for my motor @ ~3000 RPM or so). Run it like this for a minute or so. This fills the Accusump.
3. Shut off the Accusump, then shut off the engine. Shutting off the Accusump first makes sure it stays full, which is how shutdown should always happen anyway. Check the Accusump pressure gauge. It should read 62 psi (or whatever your max oil pressure is).
4. Check the dipstick, and add oil to the engine until it is full again. It should be about 3 quarts (what it took to fill the Accusump).
If you do not do it this way, and just fill the oil pan without filling the Accusump, then you start off running 3 quarts low. Clearly that is a bad idea.
I freaking LOVE LSx motors, and GM for making them. For a V8 they are relatively cheap, compact, light, durable, and make lots of power. Mine is bone stock, with shorty headers, 2.5" duals, and a custom tune (on the stock ECU), and makes 325 WHP on pump gas.
Using the same dyno (Dynojet), SAE 5% correction (same as before), the new plot, and plot from three years ago, are essentially identical. Point being, there is no degradation in power. I am still not having problems with oil pressure or fouled plugs, or any other signs of oiling issues.
All I have is the accusump and the oil cooler. I have just switched to a V8 Roadsters steel oil pan to clear my new V8 Roadsters subframe, but that just happened. All the last three years of track time was with the stock 2002 Camaro oil pan.
So, go dry sump if you think you have to. In my experience, the oil cooler and 3-qt accusump are just fine.
Now, I heard about one Accusump equipped LSx car that recently blew up a motor from oiling issues. However, the problem was not with the Accusump. The problem was with how the engine oil was refilled after an oil change. You cannot just drain the Accusump, then add new oil to fill the pan. What you HAVE to do is:
1. Fill the oil pan to the full mark.
2. Start and run the engine, increasing RPM until you hit the max pressure limit (about 62 psi for my motor @ ~3000 RPM or so). Run it like this for a minute or so. This fills the Accusump.
3. Shut off the Accusump, then shut off the engine. Shutting off the Accusump first makes sure it stays full, which is how shutdown should always happen anyway. Check the Accusump pressure gauge. It should read 62 psi (or whatever your max oil pressure is).
4. Check the dipstick, and add oil to the engine until it is full again. It should be about 3 quarts (what it took to fill the Accusump).
If you do not do it this way, and just fill the oil pan without filling the Accusump, then you start off running 3 quarts low. Clearly that is a bad idea.
I freaking LOVE LSx motors, and GM for making them. For a V8 they are relatively cheap, compact, light, durable, and make lots of power. Mine is bone stock, with shorty headers, 2.5" duals, and a custom tune (on the stock ECU), and makes 325 WHP on pump gas.
Last edited by ZX-Tex; 01-29-2014 at 10:03 AM.
#40
I am looking at going the LSX route here in a bit and reading the first part of this thread it seamed discouraging. So one car had a problem with the injector and another with oiling issues, is there any other reoccurring problems. Thank you ZX-Tex for encouraging the swap and that you like it so much, sorry LOVE it.