Originally Posted by Mike1995
Yea, that is a good shot. Good cutting boss. Even without having the original ports to go by, it lines up real good.
Expect to have your car off the road for at least 3-4 days. If not more. Order all your parts prior to tear down. If you have a extra LIM, start practicing on that before you do the actual LIM.
Mike, the L67 ports are the same size, and I had the Zilla torn down when I did this one.
Don't do your OEM LIM. Get a junker. That way you can go back to the other LIM in 2 or 3 hours if you need to.
Other minor notes from phone convo'* with Don over the last few days:
1. Remember that he has a ZM TB also. It will help support this, and may or may not gain much by itself, but the TB and LIM mods will work much better together.
2. Don gained from my old drop-in K&N BEFORE he did the LIM. Even on his gutted OEM airbox. Make sure you can support the flow all the way through.
3. If you have one of those L36'* that have KR in stock form, you might want to seriously consider PEM'* first. This could make it worse. Just theory and conjecture at this point.
4. TPS voltages may also be very critical. By making the top end flow more efficient, your PCM may need help understanding it all. The TPS may become a critical factor.
5. You MUST have a scantool before you start this.
6. Anyone doing this should SERIOUSLY consider a flowmatched set of injectors. You'll gain it'* full potential that way.
The L36 ports are UGLY in stock form. Don told me this a couple years ago, and until I got EK98'* in my hands, I didn't understand just how bad they were. It'* not just that the average size is less than the head port opening, but the port openings in the LIM vary in size from port to port as originally cast for GM. When you match them perfectly, you balance the airflow and increase the port velocity (hence the bottom/midrange power gain). Matching your injectors to match this perfectly matched airflow would be a big benefit.
Much credit goes to my Co-Admin Don (jr's3800). Many of these ideas over the last 5 years have resulted from phone calls with him, or at the very least, he'* had very good input in my theories. Credit also goes to the guys who have taken on the risk of becoming a test car for some of this work.
My SC, TB, and LIM work is done, other than one little problem TB for a shortstar that pissed me off and will NOT kick my arse.
There will be two more test cars (already identified) for the next ZM improvement This will also be for the L36. Other than that, it'* time for me to concetrate on my own cars now.