Hmm, interesting. I'll probably just go that route then...does that keep your garage from smelling like a gas can?

 

Evap Connections:

Drivers side stock connection:


Pass side front view (LS sensor is mounted upside down):


Pass side look from the driver side:


Connection to the stock Nissan unit... cause that's how Franz rolls


Took the wife for a ride and she didn't say it smelled like fuel, it did scare the shizz out of her and she said its too loud... MISSION ACCOMPLISHED

 

A couple of random things.

1. Kenne Bell has discontinued production of all SC kits for the LS2. I spoke to them directly today and was crushed to hear this.

2. I was directed to a website for drag race techniques for a guy that specializes in Corvettes (thanks C5Vette). While there I fond some info on checking and cleaning (replacing) the fluid in the master cylinder reservoir. I just had all new fuild put in, but I checked it anyhow and sure enough it is dark and milky, contaminated with clutch dust that will cause the sticking pedal. I will swap out new fluid soon and report back.

http://www.rangeracceleration.com/

 

im running no evap muahahaha

 

+1

 

Thanks for those pics, Cass. I was also wondering how Franz was able to intermix both the nissan and chevy systems to make them work together, but I think I may have struck EVAP gold on a bimmer forum. When I have a chance to sit down and read everything fully, I will post it in the swap questions thread for anyone else who has EVAP woes. Thanks again!

 

I would help you if I could (since you are military.. Thank You and Happy Thanksgiving), but I did the mechanical stuff I thought I could handle and then dumped the car on Franz to basically figure out everything else. He responds to email if you want to hit him up. I don't know what is running what, I can just see how it is plumbed.

 

On a side note, Whipple makes tuner kits for LSx engines.

Om nom nom boost

The Magnuson TVS blower is always a great option too.

 

Spoke to Whipple yesterday. The sand rail kit is all they have for the LS2 and it sits 11" tall from the top of the block It may fit, but would be hella tight. Also, the Whipple requires conversion to the Y-body accessories and layout (yes I confirmed that you have to get the accessories and not just change the layout of our current accessories). At that point I believe thesetup is cost prohibitive.

The Maggie is the ticket, its as PnP as I can find and they make a GTO specific kit. Its not the most efficient or largest power producer, but its simple and will add 100+whp.

I've looked into the edelbrock as well and its more expensive and requires running a dedicated belt and pulley off the front of the crank. There is zero room for that, so its out.

Vas and I have spent hours researching this the past few days and this is the best we could come up with. If anyone else knows of other SC options please feel free to offer them up. I also know that turbo will make the most power and bolt-ons will get me far, but I"m done with turbos and I want to keep the engine untouched as long as possible.

 

well if you change your mind, follow my setup. 3" mlt1 y pipe (slightly modded), and a slightly downpipe from my old evo. literally bolts up to the turbo mounted out back. i might have $350 or so invested in my hot piping and intercooler piping

 

The latest Maggies are extremely efficient with the 5th gen Eaton TVS rotors, especially compared to the previous M112 and M122. One of my friends with an LS2 GTO is running about 660rwhp with heads, cam, longtubes, and a 1900 with a bit of room to grow. He works for Magunson and keeps pushing me to get one for my swap. After looking at the kit thoroughly, it would not be to hard to adapt the GTO kit to the Z.

Another option could be a ProCharger, but I would imagine it would require lots of trimming, tweaking, and custom charge piping to fit. The GTO kit mounts it on the driver's side where the stock 350z airbox would be and D1isn't a small unit.

The Whipple is one those where it would ZOMG so cool have to on your LS2 but realistically isn't worth the trouble. There are better blower options for the LSx out there.

If you want a reliable 500-600rwhp, the Maggie TVS seems like the most logical choice.

 

I have my oil filter in the driver side fender well i hated how there were no instructions. Im not having any kind of problems with a 2-3rd hard shift either but i didnt use sikkys clutch kits i made my own with the same size mater cylinder we had laying aroud at the shop, even has the quick bleeder too. I also have my intake running alot further down in the bumper.

 

^your lines probably have 1/8th or larger restrictors. i changed mine out to avoid any nonsense. figured sikky wouldve done that too but oh well

 

I have also found out that the new e-force supercharger will work and they make LS2 kits. It is the same blower as the ZR1 and looks very clean. You can also upgrade the pulleys . Also the LS3 version of that supercharger for the new camaros fit fine in the LS2/gto. As long as you run Ls3 heads, this will allow for a LS3 version which has the TB tilted to the left which from my looks of it, would run perfect for the intake on the Z engine bay.

 

Is this the drill mod you keep referring to? Where are you drilling out to reduce line pressure? I was hoping I'd avoid this too by using an aftermarket kit.

 

^your supposed to drill out the restrictor closest to the master on the oem ls stuff. For the siky stuff I believe there was 2 restrictors, 1 on each end, but I just ran lines with larger restrictors

 

I might as well change this too. This is the last thing from the Sikky kit I haven't/wanted to modify. Now I'm batting a 1.000!

 

BOOOSSSTTT

Hot rod was testing the limits of a stock LS engine.....

http://www.hotrod.com/techarticles/h...g_bang_theory/

 

^jeebus. the 5.3 are iron correct? never really looked into those

 

If you read it they thought it was a junk yard 5.3L but turned out to be a 4.8L