renegade intake? for cross fires

Getting closer...

I bought a new tourque converter instead of having mine rebuilt.

I also clearanced the 2-4 servo pin a tad to loosen up the band.

Right as i touched the pin to the grinder it hit me that I'm an idiot... I needed to do that with a file not a grinder, so I'll pick up a new pin later this week and start over.

And i verified the fluid paths in the drum using a 90 degree pick, seemed fine, but i did use a fine jewelry file to clean them up a little.
 
Damn, you're going to be a 700R4 expert by the time you get thing right.
Hopefully, that is SOON.
 
Ok i think i finally got it...

First attempt i was headed downhill, starting to get pretty freaking sick.

Second attempt burning up with a fever, but out in the garage working away.

Third attempt, still pretty sick, starting to admit it's time to slow down(ish) but doing better...

Thanks for everyone sticking in there with me, i started to feel pretty retarded... :)

After i grinded off more than i wanted on my servo pin, i completed the tip shape and gave it a nice high gloss finish on the tip.

Then i checked pin travel and came up with .095.

Per the sonnax instructions, thats in spec.

Prior i had it nailed perfectly at the minimum at .075

I decided to run it!

What i got was a perfect second shift, to perfect...

4th was having a hard time, like it did not want to shift.

Third is the most solid, down shifts are crazy fast, I'm so use to having a delay it kept surprising me when i clicked the lever down.

So i took the car over 65mph, the car finally started going into 4th, and after a few downshifts it likes to hold 4th!

Tomorrow I'll do the commute, and see how she does.

So far it's much better, third is super solid, almost surprising how fast and hard it hits.
 
Drove it to work today, and so far so good!

Shifts are nice and solid, and the more I shift up and down the better it works. :)
 
next will be attaching new mufflers, and I'm looking at the computer setup dynamic efi offers very seriously.
 
Drove it to work today, and so far so good!

Shifts are nice and solid, and the more I shift up and down the better it works. :)
Despite what you hear or are told not all ATF fluids are created equal.
I only recommend using Castrol Dextron/Mercon Formulation.
Sold & Bought in 1 gallon containers at My local Advanced Auto, $19.99.
Need 3 gallons ($60.00) for a complete fresh refill on a 700R4, 4l60E, & Turbo 400 transmissions.

Next even better is Royal Purple Max synthetic transmission fluid.
Best way to get it is buy the 5- gallon container of it.
Need $200-$400 cash depending upon where you shop & buy it.

Vavoline ATF is ok.
3rd choice.

Parts are lapping in together in your 700R4.
You need a machine shop lathe to polish all perfect to a mirror finish.
How I did it Blueprinting the 700R4 in my 1987 Corvette.
 
well now that the transmission seems to be sorted out, how much better does the engine seem to be running than it did originally before you upgraded it?
 
the car has lots more power, I did have a bit of a pulsing idle like I would expect with a vacuum leak, and I might actually have one... it's been on the to-do list to check...
Adding the fuel injectors for the 454 tbi truck helped, but I found I still needed to bump the fuel pressure up a tad to get it to idle better.

After disconnecting the battery the car runs like crap, but after a few freeway drives and full cycles the car idles pretty good.

However the smooth idle can come and go...

For drivability, I have an actual powerband now, like a 2 stroke dirtbike!

It almost feels like the car has boost now, I have not been paying to close attention to the tach, but I believe it starts to kick in around 3500 and really takes off shortly after.

I also still have the resized 32 year old oem mufflers attached, when I hit the power band those mufflers get pretty raspy, and yesterday I noticed one got a little quieter than the other...

Last good run when I blew the transmission originally, I had noticed that the mufflers had suddenly gotten much louder, I actually thought I blew one off... :)

I can't wait to see how the car does with the flow master 40's I have sitting in the garage.

I also think that once I can tune this thing it will be a world of difference.
 
I/m fairly sure at this point in this thread a good many readers have forgotten what parts you used in the completed engine combo,
so it might be helpful at this point if you listed the combo of parts used so someone could duplicate your results
 
yeah I'll head back through this and pull the info a bit later.

and drive home went well, and drive to work again was good.
I like the way the transmission is shifting, and I'm liking the shift points.

One issue is the engine got a little warm on the drive home, not quite overheat but warmer than I like (130f).
This morning I saw I was a tad low on coolant, not much but I suspect the overflow refilled the radiator a little.

I have not yet been able to replace the water inlet, the one purchased was the wrong angle, I decided to roll the dice again and picked up one from summit racing.
I also ordered up a pusher fan to mount either in front of the trans cooler or behind (depending on clearances).

if I don't get it by this weekend I'll try lapping the current water inlet to get a better seal.
 
Car = 1984 Corvette with Z51 package

Intake = renegade crossfire: ems-msren-100p http://www.summitracing.com/parts/ems-msren-100p
Intake bolts = ARP 12pt: http://www.summitracing.com/parts/arp-134-2101
Camshaft = Crane 114132: http://www.summitracing.com/parts/crn-114132
Camshaft lock plate: http://www.summitracing.com/parts/crn-99168-1
Rocker Arms: Scorpion 1.65 ratio http://www.summitracing.com/parts/scc-scp1008 (to give total lift just shy of .500)
Head gasket = SCE copper .021 thickness: http://www.summitracing.com/parts/sce-p11062/overview/
Timing chain = Compcams magnum double roller: http://www.summitracing.com/parts/cca-2100
Head bolt set = ARP 12pt: http://www.summitracing.com/parts/arp-134-3701
harmonic balancer = Summit Pro Street 6.750in: http://www.summitracing.com/parts/sum-161350
harmonic balancer bolt = ARP 12pt: http://www.summitracing.com/parts/arp-134-2501
Valve covers = Edlebrock Signature series: http://www.summitracing.com/parts/edl-4449
Heads = Edlebrock EStreet 70cc pn 5073: http://www.summitracing.com/parts/EDL-5073/
PushRods: http://www.summitracing.com/parts/sum-g6400100 (Adjustable pushrod was key here)
Headers = Melrose brand with ceramic coating option, came as a package with 3in exhaust: http://www.melrosecorvette.com/1984-1985-l98-corvette-header-system/
Header gasket = Felpro 1406 http://www.summitracing.com/parts/fel-1406 (they matched up with the edlebrock ports perfectly)
Mufflers = FlowMaster 40: http://www.summitracing.com/parts/flo-80430402
Sparkplugs = Champion RC12YC http://www.summitracing.com/parts/cpn-711
Ignition Module: http://www.summitracing.com/parts/dui-000333 (not installed yet)
crossfire balancing info: http://www.thecubestudio.com/CrossfireThrottleBodyBalancing.htm
Transmission: Modified 700r4
Converter: FTI 2400 RPM stall (PN FTI-SB2400LT30) https://www.summitracing.com/parts/fti-sb2400lt30
Transmission TV cable: (PN25-257505-1) special for 1984 http://www.ecklerscorvette.com/corv...t-cable-automatic-transmission-1982-1984.html
TV info: http://www.tvmadeez.com/article/

Rear end ratio = 3.07 ratio D36

Shocks = Bilstein "Sport" (correct for z51; installed on the rear, pending on the front)

Transmission info
ShiftKit = Transgo 700-2-3 PN TRG-700-2-3: https://www.summitracing.com/parts/trg-700-2-3
Seperator plate = transgo heavy duty PN 700-P: https://www.summitracing.com/parts/trg-700-p
Sonnax check balls PN 10000-08: https://www.summitracing.com/parts/sox-10000-08
Sonnax Input Drum Reinforcement Kits PN 77733-51K: https://www.summitracing.com/parts/sox-77733-51k
Sonnax wide sungear bushing PN 7701001
also requires upgrade to newer style bonded pistons, drop in parts to older input drum: PN 24205273 24200290 24205272 24206085
Sonnax Servo Pin PN 77787-02K: https://www.summitracing.com/parts/sox-77787-02k
2-4 band = Alto red eagle wide band: PN 57961
Sonnax 4th Gear Super Hold Dual Servo PN 77767K: https://www.summitracing.com/parts/sox-77767k
For front and rear planets used GM 5 pinions and carriers
Front and rear sprags, upgraded from later 4l60e (requires full assy to upgrade sprags)
Transmission clutches: Alto Red eagle
Transmission steels: Kolene steels

Transmission pump upgrades
Upgrade from 7 vane to 10 vane
Transgo hardended high RPM pump rings PN 700-PKH: https://www.summitracing.com/parts/trg-700-pkh
Transgo Forward boost valve PN TRG-7-500: https://www.summitracing.com/parts/trg-7-500
Transgo Low/Reverse boost valve PN 7-300: https://www.summitracing.com/parts/trg-7-300

if you have a 1982-1984 c4 corvette
the swap to a RENEGADE intake for the O.E.M intake, simply because it flows significantly more air,
just the intake alone is easily worth about 20 hp, but if its matched to the correct cam and heads,
its going to be a noticeable improvement, over the results, you would potentially see with the O.E.M intake.
the originally use #624 heads are very restrictive, the original cams are no where close to ideal.
youll never get the full power potential from the RENEGADE untill you upgrade the cylinder heads and cam you use with that intake,
a commonly used and well documented combo (but certainly not your only options)
is the crane 114142

the OEM crossfire heads for 1984 are casting number 462624 76cc heads
462624 chevy head flow numbers
(these are the heads that came on the 1984 corvettes)
just a bit of info on those stock #624 head flow rates

.......intake....exhaust
.100..44..........41cfm
.200..101..........82cfm
.300.155..........125cfm
.400..182..........137cfm
.500..196..........140cfm

(THATS PATHETIC)

The 624 is a light weight version of the 882 head.,. The 624 is one of the worst that GM produced and not intended for high performance use.

every time I hear that MYTH,
( that starts out with, BUT THE 1984 MAKES GOBS OF TORQUE) I want to point out a few facts

http://www.stingray.nu/tips/tech84.htm

right from Chevy (1984 vette)
Net HP @ RPM 205 @ 5200
Net Torque @ RPM 290 @ 2800
Comp. Ratio 9.0:1


rencr.png

ren3.jpg

ren4.jpg


http://purplesagetradingpost.com/sumner/techinfo/heads1.html

http://garage.grumpysperformance.com/index.php?threads/got-a-cross-fire-corvette.640/#post-50502
 
Last edited by a moderator:
WOW!
THATS ONE GREAT INFORMATIVE AND HELPFUL POST!

now I can,t help but point out that if you read through the parts list very carefully you'll notice that ,
the conservative duration, cam, used,
thats well matched to the heads and intake and gearing,
the mild but reasonable compression ratio,
higher stall converter,
the cross ram style intake
twin throttle bodys
roller rockers
much better flowing heads,
low restriction exhaust
transmission mods
differential gear ratio.
are ALL WERE selected , to maximize the mid rpm torque, (smart)
NOT peak horse power
(rarely smart on a street performance application)
maximizing the engine's mid and lower rpm torque curve ,which is the easiest way, too allow the engines torque to nearly instantly accelerate the car, without the common delay required if your forced to allow the engine to build rpms before the engine breaths efficiently, and are rather conservative, compared to what many people might suggest for a performance application, but the end results, favor a massive and instantly accessible torque curve.
I would expect the results come close to doubling the original power level, that of course puts a significant increase in torque on the transmission and drive train so smoking the tires will be much easier to do.
Id also use 1.6:1 roller rockers on a mild 383 SBC build in most cases
http://www.pbm-erson.com/Catalog/Erson/Camshafts/Retro_Fit Hydraulic Roller_E/ERSE119815
ersonr4.jpg

ersonr3.jpg

ersonr2.jpg

ersonr1.jpg

https://www.ebay.com/itm/Erson-Cams-803-16-SB-Chevy-Extreme-Duty-1-6-Aluminum-Roller-Rockers-7-16-Stud/173036288915?_trkparms=aid=222007&algo=SIM.MBE&ao=1&asc=20160908110712&meid=dd2ef46908f84d1994db01594e3da770&pid=100677&rk=4&rkt=8&sd=173036285468&_trksid=p2385738.c100677.m4598

80078.jpg

always use a bit of anti-seize paste on spark plugs, threads, being used in aluminum cylinder heads even if not required and its best to remove & install them when the engines not very hot, be very careful to start threading them into the heads by hand, and don,t over tighten them as its all too easy to strip soft aluminum plug threads in aluminum cylinder heads, if you have access to a 3/8" drive inch/la torque wrench 12-13 ft lbs is about correct torque

http://garage.grumpysperformance.com/index.php?threads/installing-hard-to-access-plugs.962/
 
Last edited:
Might be worth mentioning, the car can now out accelerate the gauges...
The tach is also pretty far behind, engine is pretty responsive now :)
 
Use the Fel Pro Racing 1-piece Molded Rubber Chevrolet V8 T-stat gasket.
Its on my 87 Corvette.
All coolant leaks seepage are gone since 2009.
 
Yes Gibbles.
Advanced Autto, OReilley Auto, & Autozone stocks them here.
Call & check availability near you.
Reserve it.
About $8.50 here. Worth every penny spent.
 
Back
Top