Thanks man. Yeah we miss it, too, but we really needed to concentrate on content that had more "legs" for a while. The good news is we've now hired a full time video guy (our former live camera guy) and we're adding capacity in that area. We'll still be doing live feeds from time to time, but they'll be more breaking news or special event focused.
Just dropped Blueprint ERngines LS376 into my Pontiac G8, made 545/522 on the superflo engine dyno from Blueprint, after the initial tune engine made 442/440 at the wheels on the dyno, very happy with these results.
Biased opinion but we'll take it :) Great working with you guys on this project. Summit isn't just a fantastic source for parts, they also have a deep knowledge base that can save you a lot of time and headaches researching your upgrades.
Really cool upgrade for the Z06. Your times at Sebring were awesome. However, if I recall correctly this engine grenaded at the track. If you were going to do it again, what engine would you go with for more durability? We're building a track/Texas mile type car here and wondering if better just to build up a forged assembly rather than going the crate route.
We lost this engine during a photo day. After disassembly, we surmised the cause of the failure was defective rods. The builder (Blueprint Engines) agreed and replaced it under warranty. Luckily we had lots of data logs and notes showing how we were using it, and that we were staying within reasonable operating parameters. As for what we'd do different, honestly probably not much. I think we'd opt for some forged rods over our powdered rods as a bit of an insurance policy. We probably also would have made cooling more of a priority earlier on. When we sold it the car still had an upright radiator and was prone to heating up after a few hard laps. With a letdown radiator and some proper ducting I think that problem would have been solved. Those LS3-based engines run strong for hundreds of hours in TA2 cars, so with the right oiling setup they have proven durable.
Forward to 9:46. He paid $6,899 delivered from Summit, just how many months ago? The price has gone up to $7,399! $500 is quite a jump for such a short time :( I wonder if anything has been added or upgraded for that $500
So you mention a "Computer Box" to convert the signal from the Gold Blade LS3 throttel body to the Factory ECU. What "Computer Box" was used to accomplish this? I'm in the middle of LS3 swapping my C5 Z06 and the one hiccup I can foresee is the Gold Blade Throttle Body not working with my Factory computer and having to track down a Silver Blade "LS2" throttle body instead.
How do you feel about this engine? That cam seems aggressive. I’m on the list to purchase one but keep thinking about the gm 430 then upgrade the cam just a bit.
Because we ended up using a Holley Dominator ECU, we didn't actually use the Lingenfelter box. We've got plenty of friends that have used them along with the original GM ECU with zero issues, though.
Why didn’t you guys throw an e38 ecm and stand alone harness at this or a Holley system rather than using conversion modules? Just seems like an opportunity for failure or headaches
Since filming we have changed the car over to a Holley ECU, you can check out the details here: grassrootsmotorsports.com/project-cars/2004-Chevrolet-corvette-z06/bringing-our-ls3-powered-c5-corvette-life-project/
What part# on summit is this engine??? The price you said in the video I cannot find anywhere! I want this same exact engine for my C6 corvette gs. Please respond lol
Well, I See Your In Good Hands! VMP Tunes & Sponsors JTP's Pro 1 Spec Rousch Supercharged Ford Mustang Formula Drift Car, And I've Seen What They Accomplished On Their RUclips Channel.
450 whp on pump 93 and 460 on E85. That was fresh after install with no break in time, just doing the tune. Definitely feels like it freed up a few more horses after a few break in hours.
@@Grassrootsmotorsports How do you feel about the Aviaid Dry Sump? I read people have had engines locked up using it. Has it changed or do you feel it will hold like the Dailys dry sump? I am looking at both, of course price is a big factor.
@@Radron26 The BPE 525 is a near carbon copy of the GM 525. We've had excellent experiences with our BPE motor, and they were great to deal with on tech questions. I think the real answer is there's no wrong answer.
@@Radron26 This is a big question, and we'll actually be producing a video covering a lot of our dry sump experience before saying goodbye to the car. Long story short, I think your dry sump experience is going to come down to your comfort level installing and servicing it. I don't think there's a "bad" system on the market. We've got plenty of friends who have had good luck with Aviaid setups like ours, and Dailey, and even systems based on the GM LS3 or LS7 bits. But there are a few things we wish we knew going in, specifically about hose routing, modifications to make it more easily serviceable, and the general fitment of everything. We'll try to cover as much of this in our video as we can, but also if you're installing your first dry sump system, regardless of brand, we think you should be ready for a couple things: 1) Be ready to take the whole thing off at some point and redo some connections, hose routings, etc. You're just not going to know until it's all in place how you like the routings and the general fit. 2) Be ready to be covered in oil. a lot. Servicing a dry sump is not like a regular oil system. There's tons of connections, and doing a complete oil change means undoing connections in tough to reach places, so every oil change probably costs at least one shirt. 3) Be ready to be frustrated before you are ultimately very happy. Learning the operation of a dry sump, if it's your first one, is like learning to play and instrument. There's a lot of things you need to experience by feel, so you can develop intuition about how it functions. It's hard to get that feel without getting a little oil in your hair.
This is a C5 Z06, so the original motor was an LS6. And, yeah, you can dry sump any LS motor, the only question is how complicated you want to get. There are simpler systems that retain the internal oil pump for pressure and use an external pump just for scavenging, to three-stage systems like we're doing that eliminate the internal pump and use an external pump for pressure and scavenging, all the way to five or more stage systems that scavenge from multiple locations. In any of those cases, the engine has to come out (or, at the very least, the front subframe has to come down) to replace the oil pan with a dry-sump style scavenge pan.
TY! Not going to go that route lol Looking forward to seeing the process, anything that you will keep from the original LS6 build? I've been following every upgrade and I have adapted some on to mine, for someone doing 6 track days a year @5 - 20 sessions and have Improved Racing internals, what other tips do you recommend?
@@Grassrootsmotorsports Any particular reason you're going with a 3 stage as opposed to a 4? I too am in the market for a dry sump system and am unsure if to modify engine mounts etc so that a 4 stage fits or just go with a 3 stage.
@@jonathangiahn7723 A little less complexity and a relatively mild engine. The car is also primarily used for autocross and time trials, so relatively short track sessions. For a road race car that was spending 40-60 minutes or more on track at once we'd probably think about additional scavenge stages.
Can this guy explain to me how you would get a dry start off an engine that have been dinoed which all blueprint engines are ran on the dyno before they're shipped to the customers he clearly has not a clue of what he's talking about
Occasionally we back into a clue by accident. Anyway, of course we realize it won't be a truly dry start since the engine had already been run. But we also removed the stock oil pump, and the engine was now relying on the external dry sump pump for pressure and scavenging. e wanted to minimize the time it took that pump to pick up and distribute the oil throughout the engine ultimately.
Good to see a video! I miss the weekly feed but understand why it had to go. Looking forward to more videos! Keep up the good work,JG!
Thanks man. Yeah we miss it, too, but we really needed to concentrate on content that had more "legs" for a while. The good news is we've now hired a full time video guy (our former live camera guy) and we're adding capacity in that area. We'll still be doing live feeds from time to time, but they'll be more breaking news or special event focused.
Just dropped Blueprint ERngines LS376 into my Pontiac G8, made 545/522 on the superflo engine dyno from Blueprint, after the initial tune engine made 442/440 at the wheels on the dyno, very happy with these results.
Great video!
Biased opinion but we'll take it :)
Great working with you guys on this project. Summit isn't just a fantastic source for parts, they also have a deep knowledge base that can save you a lot of time and headaches researching your upgrades.
Whats the part number for this crate?
Really cool upgrade for the Z06. Your times at Sebring were awesome. However, if I recall correctly this engine grenaded at the track. If you were going to do it again, what engine would you go with for more durability? We're building a track/Texas mile type car here and wondering if better just to build up a forged assembly rather than going the crate route.
We lost this engine during a photo day. After disassembly, we surmised the cause of the failure was defective rods. The builder (Blueprint Engines) agreed and replaced it under warranty. Luckily we had lots of data logs and notes showing how we were using it, and that we were staying within reasonable operating parameters.
As for what we'd do different, honestly probably not much. I think we'd opt for some forged rods over our powdered rods as a bit of an insurance policy. We probably also would have made cooling more of a priority earlier on. When we sold it the car still had an upright radiator and was prone to heating up after a few hard laps. With a letdown radiator and some proper ducting I think that problem would have been solved. Those LS3-based engines run strong for hundreds of hours in TA2 cars, so with the right oiling setup they have proven durable.
@@Grassrootsmotorsports Great info. Thanks for the comprehensive response.
Forward to 9:46. He paid $6,899 delivered from Summit, just how many months ago? The price has gone up to $7,399! $500 is quite a jump for such a short time :( I wonder if anything has been added or upgraded for that $500
I was about to say the same thing. As of today it’s $7,848. Priced for everything keep going up and up…
@@Grifter371 it's now $9,870 dollars shipped with intake , injectors , fuel rails , tb
I paid 9k for mine a month ago. feel lucky LS3 530HP
Damn under 7k!? I paid 8500 for mine, I jumped on that thing so quick since the prices are ridiculous right now..
So you mention a "Computer Box" to convert the signal from the Gold Blade LS3 throttel body to the Factory ECU. What "Computer Box" was used to accomplish this? I'm in the middle of LS3 swapping my C5 Z06 and the one hiccup I can foresee is the Gold Blade Throttle Body not working with my Factory computer and having to track down a Silver Blade "LS2" throttle body instead.
Heard him mention it's from Lingenfelter.
How do you feel about this engine? That cam seems aggressive. I’m on the list to purchase one but keep thinking about the gm 430 then upgrade the cam just a bit.
How did u get that price !!!! I want one lol.. really..
Did the lingenfelter converter box work well? I am doing the same thing on my 2005.
Because we ended up using a Holley Dominator ECU, we didn't actually use the Lingenfelter box. We've got plenty of friends that have used them along with the original GM ECU with zero issues, though.
Why didn’t you guys throw an e38 ecm and stand alone harness at this or a Holley system rather than using conversion modules? Just seems like an opportunity for failure or headaches
Since filming we have changed the car over to a Holley ECU, you can check out the details here: grassrootsmotorsports.com/project-cars/2004-Chevrolet-corvette-z06/bringing-our-ls3-powered-c5-corvette-life-project/
Will this engine pass California smog?
Does that blue print ls3 have a forged bottom end? Awesome video
This one does not, and as such we cap it about 6750rpm if we really need it, or 6500 for regular use.
What part# on summit is this engine??? The price you said in the video I cannot find anywhere! I want this same exact engine for my C6 corvette gs. Please respond lol
Forward it to 9:46. Stated he paid $6,899 delivered. Wish it was still the same price. $7,399 a few months later
For a A4 C5 guy...is this swap possible with that trans?
Yes. You'll just have t use your torque tube and bell housings.
My stock 2012 GS Vette's LS3 claims 430 HP.
What is different about the Blueprint LS3 to make 530 HP?
Basically a cam/springs
Cam
Could you just put an ls2 or 08 ls3 silver blade throttle body on it?
Well, I See Your In Good Hands! VMP Tunes & Sponsors JTP's Pro 1 Spec Rousch Supercharged Ford Mustang Formula Drift Car, And I've Seen What They Accomplished On Their RUclips Channel.
How much power did it make to the wheels?
450 whp on pump 93 and 460 on E85. That was fresh after install with no break in time, just doing the tune. Definitely feels like it freed up a few more horses after a few break in hours.
@@Grassrootsmotorsports that’s awesome! I am looking to do either this motor or the GM525. Thanks for the reply!
@@Grassrootsmotorsports How do you feel about the Aviaid Dry Sump? I read people have had engines locked up using it. Has it changed or do you feel it will hold like the Dailys dry sump? I am looking at both, of course price is a big factor.
@@Radron26 The BPE 525 is a near carbon copy of the GM 525. We've had excellent experiences with our BPE motor, and they were great to deal with on tech questions. I think the real answer is there's no wrong answer.
@@Radron26 This is a big question, and we'll actually be producing a video covering a lot of our dry sump experience before saying goodbye to the car. Long story short, I think your dry sump experience is going to come down to your comfort level installing and servicing it. I don't think there's a "bad" system on the market. We've got plenty of friends who have had good luck with Aviaid setups like ours, and Dailey, and even systems based on the GM LS3 or LS7 bits. But there are a few things we wish we knew going in, specifically about hose routing, modifications to make it more easily serviceable, and the general fitment of everything. We'll try to cover as much of this in our video as we can, but also if you're installing your first dry sump system, regardless of brand, we think you should be ready for a couple things: 1) Be ready to take the whole thing off at some point and redo some connections, hose routings, etc. You're just not going to know until it's all in place how you like the routings and the general fit. 2) Be ready to be covered in oil. a lot. Servicing a dry sump is not like a regular oil system. There's tons of connections, and doing a complete oil change means undoing connections in tough to reach places, so every oil change probably costs at least one shirt. 3) Be ready to be frustrated before you are ultimately very happy. Learning the operation of a dry sump, if it's your first one, is like learning to play and instrument. There's a lot of things you need to experience by feel, so you can develop intuition about how it functions. It's hard to get that feel without getting a little oil in your hair.
WHAT? Why is this over 10k now?
Yeah we saw that recently, too. Those supply chain slowdowns and metal shortages are hitting hard.
Grassroots, can you dry sump the original ls6? Thank you for the videos!
This is a C5 Z06, so the original motor was an LS6. And, yeah, you can dry sump any LS motor, the only question is how complicated you want to get. There are simpler systems that retain the internal oil pump for pressure and use an external pump just for scavenging, to three-stage systems like we're doing that eliminate the internal pump and use an external pump for pressure and scavenging, all the way to five or more stage systems that scavenge from multiple locations. In any of those cases, the engine has to come out (or, at the very least, the front subframe has to come down) to replace the oil pan with a dry-sump style scavenge pan.
TY! Not going to go that route lol
Looking forward to seeing the process, anything that you will keep from the original LS6 build?
I've been following every upgrade and I have adapted some on to mine, for someone doing 6 track days a year @5 - 20 sessions and have Improved Racing internals, what other tips do you recommend?
@@Grassrootsmotorsports Any particular reason you're going with a 3 stage as opposed to a 4? I too am in the market for a dry sump system and am unsure if to modify engine mounts etc so that a 4 stage fits or just go with a 3 stage.
@@jonathangiahn7723 A little less complexity and a relatively mild engine. The car is also primarily used for autocross and time trials, so relatively short track sessions. For a road race car that was spending 40-60 minutes or more on track at once we'd probably think about additional scavenge stages.
Stupid LS junk. LOL very nice gentlemen. Big fan of the LS
Can this guy explain to me how you would get a dry start off an engine that have been dinoed which all blueprint engines are ran on the dyno before they're shipped to the customers he clearly has not a clue of what he's talking about
Occasionally we back into a clue by accident. Anyway, of course we realize it won't be a truly dry start since the engine had already been run. But we also removed the stock oil pump, and the engine was now relying on the external dry sump pump for pressure and scavenging. e wanted to minimize the time it took that pump to pick up and distribute the oil throughout the engine ultimately.
chevy