Scoobie
New LVC Member
Hello all,
I am the guy who purchased the 02 Lincoln LSX from Pinknuts. I read in his last thread that there was concern that the new owner wouldn't join this site. Fear not! I am here. While I admit I am a GM LSX nut case, I am happy to share and learn all that I can about my new car, a Lincoln...well mostly Lincoln.
My wife has already affectionately named our new car "Frankenstein"
I've owned Camaro's, GTO's and play with a 2007 Z06 on the weekends, all LS based but was in need of a 4 door car I could pay cash for as my wife is as of Tuesday, 38 weeks pregnant.
Being that the case, the LSX is in good hands and currently preparing to go under the knife yet again.
For starters, the exhaust. The exhaust is currently stock manifolds welded into 2 1/2" strait pipes that become 3" into an X pipe which carries down as dual I pipes the length of the car that split towards two 16" square shaped Magnaflow Mufflers dumped at the bumper line. The sound is deafening and the mufflers rub the fuel tank due to placement, the massive vibration of the exhaust and assistance of the Thunder Racing TRAK (Thunder Racing Ass Kicker) Camshaft (231/234 .640/.590 112LSA) vibration. It sounds like a 69 Camaro and is quite awesome but simply won't do for my purposes. The dual 3" exhaust is too loud and too big for a car making 365 RWHP.
I've purchased some LS1 style Shorty headers originally designed for a S10 pickup LSX transplant that will stay 2 1/2" into 2 Magnaflow Hi-flow converters, X-pipe, then into 2 20" resonators by ClassicChamberedExhaust before finally flowing thru 2 round style Borla XR1 mufflers. This should keep the exhaust to a growl, improve low end power and throttle response and greatly reduce vibration/smell.
Next the Camshaft. While the TRAK cam is a great high RPM power Cam, it is not ideal at all for the weight and gearing of Frankenstein. I will be replacing the 231/234 .640/.590 112LSA Cam with a 219/228 .570/.575 115LSA Cam. The reason for the reverse split is to compensate for the exhaust restriction of the shorty headers and the lower lift #'s will allow me to run a single beehive spring with titanium retainer set up to lighten the valvetrain. The 115 LSA keeps a chop but greatly smoothes out the idle eliminating the "surge" effect of low RPM cruising. This cam should make nearly the same peak RWHP #'s but greatly enhance Torque and usable power while "daily driving". The .640 lift is just too much for the stock Intake/LS1 heads and puts a significant strain on the dual valve springs currently installed.
Since I'm in there, I'll also be swapping out the cylinder heads. Nothing drastic, but the 241 LS1 stockers will be replaced with a set of 243 castings that are good for 15-20 RWHP without porting. Besides new plugs, wires and the mess of gaskets, bolts and lube associated with all of this, the total cost with me doing most the wrenching will come in under 2,000.00. When its all said and done, I hope to be driving a 380+ RWHP Lincoln LS that growls but has manners enough for my newborn son to ride in.
I'll be posting pictures shortly as I begin the surgery. I'm still ordering and awaiting parts at this point.
I'm glad to be here, am active on the Corvetteforum and LS1tech.com and hope to be a contributing member to this forum.
Scoobs
I am the guy who purchased the 02 Lincoln LSX from Pinknuts. I read in his last thread that there was concern that the new owner wouldn't join this site. Fear not! I am here. While I admit I am a GM LSX nut case, I am happy to share and learn all that I can about my new car, a Lincoln...well mostly Lincoln.
My wife has already affectionately named our new car "Frankenstein"
I've owned Camaro's, GTO's and play with a 2007 Z06 on the weekends, all LS based but was in need of a 4 door car I could pay cash for as my wife is as of Tuesday, 38 weeks pregnant.
Being that the case, the LSX is in good hands and currently preparing to go under the knife yet again.
For starters, the exhaust. The exhaust is currently stock manifolds welded into 2 1/2" strait pipes that become 3" into an X pipe which carries down as dual I pipes the length of the car that split towards two 16" square shaped Magnaflow Mufflers dumped at the bumper line. The sound is deafening and the mufflers rub the fuel tank due to placement, the massive vibration of the exhaust and assistance of the Thunder Racing TRAK (Thunder Racing Ass Kicker) Camshaft (231/234 .640/.590 112LSA) vibration. It sounds like a 69 Camaro and is quite awesome but simply won't do for my purposes. The dual 3" exhaust is too loud and too big for a car making 365 RWHP.
I've purchased some LS1 style Shorty headers originally designed for a S10 pickup LSX transplant that will stay 2 1/2" into 2 Magnaflow Hi-flow converters, X-pipe, then into 2 20" resonators by ClassicChamberedExhaust before finally flowing thru 2 round style Borla XR1 mufflers. This should keep the exhaust to a growl, improve low end power and throttle response and greatly reduce vibration/smell.
Next the Camshaft. While the TRAK cam is a great high RPM power Cam, it is not ideal at all for the weight and gearing of Frankenstein. I will be replacing the 231/234 .640/.590 112LSA Cam with a 219/228 .570/.575 115LSA Cam. The reason for the reverse split is to compensate for the exhaust restriction of the shorty headers and the lower lift #'s will allow me to run a single beehive spring with titanium retainer set up to lighten the valvetrain. The 115 LSA keeps a chop but greatly smoothes out the idle eliminating the "surge" effect of low RPM cruising. This cam should make nearly the same peak RWHP #'s but greatly enhance Torque and usable power while "daily driving". The .640 lift is just too much for the stock Intake/LS1 heads and puts a significant strain on the dual valve springs currently installed.
Since I'm in there, I'll also be swapping out the cylinder heads. Nothing drastic, but the 241 LS1 stockers will be replaced with a set of 243 castings that are good for 15-20 RWHP without porting. Besides new plugs, wires and the mess of gaskets, bolts and lube associated with all of this, the total cost with me doing most the wrenching will come in under 2,000.00. When its all said and done, I hope to be driving a 380+ RWHP Lincoln LS that growls but has manners enough for my newborn son to ride in.
I'll be posting pictures shortly as I begin the surgery. I'm still ordering and awaiting parts at this point.
I'm glad to be here, am active on the Corvetteforum and LS1tech.com and hope to be a contributing member to this forum.
Scoobs
