800HP Project
09-02-2007, 12:41 AM
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800HP Project NEW PICS ADDED ON PAGE 3
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THis forum has helped me a lot so I thought to share with you all what my project entails: Can make more power but we will cut back the boost to bring it to 800.
Escalade ESV 2006 AWD
Built 4L80 conversion
upgraded HD AWD transfer case from SS4
Custom made drive shafts
427 cuin, Aluminum Block
8.5:1 ceramic coated pistons
60lb injectors
72cc AFR Heads
Lunati Crank
Eagle rods
6100 RPM shift Point
3.3L Whipple Supercharger with 10 rib pulley set 12psi - Max Limit 25psi
60lb injectors
Large Ron Davis Capacity Radiator
Large Capacity Intercooler from Ron Davis
long Headers - REMOVED --- went with shorties and kept stock Y tubes
High flow Cats - REMOVED
Corsa Touring Exhaust - REMOVED Way too loud. Stock exhaust is good enough
Brembo 8 Piston calipers Front & 4 piston Calipers Rear
Eibach Suspension all around 2/1 drop with HD stablizer bars
Widened rims (20x11) 325/50VR20 TOYOs
Satellite Dish (DirecTV)
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THis forum has helped me a lot so I thought to share with you all what my project entails: Can make more power but we will cut back the boost to bring it to 800.
Escalade ESV 2006 AWD
Built 4L80 conversion
upgraded HD AWD transfer case from SS4
Custom made drive shafts
427 cuin, Aluminum Block
8.5:1 ceramic coated pistons
60lb injectors
72cc AFR Heads
Lunati Crank
Eagle rods
6100 RPM shift Point
3.3L Whipple Supercharger with 10 rib pulley set 12psi - Max Limit 25psi
60lb injectors
Large Ron Davis Capacity Radiator
Large Capacity Intercooler from Ron Davis
long Headers - REMOVED --- went with shorties and kept stock Y tubes
High flow Cats - REMOVED
Corsa Touring Exhaust - REMOVED Way too loud. Stock exhaust is good enough
Brembo 8 Piston calipers Front & 4 piston Calipers Rear
Eibach Suspension all around 2/1 drop with HD stablizer bars
Widened rims (20x11) 325/50VR20 TOYOs
Satellite Dish (DirecTV)
Last edited by Bismarck; 04-13-2008 at 02:33 AM.
09-02-2007, 02:07 AM
#3
My neighbor's Escalade had a speed engineering 4l80 conversion. This allowed for the stock transfer case by turning down the 80 output shaft. The output shaft broke, just like the built 4l65. What transfer case are you using? The 4l800 isn't the problem, the conversion parts are. We only have a 2wd dyno, so HP is just a rough estimate, but I think we are around 550rwhp. The first trans blew behind a Yank 3k stall. The next was behind a Vig 3k stall. Neither trans died on the street where all 4 would spin, but both went on the first hard pass on a strip with vht.
09-02-2007, 09:41 AM
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We did not go with the stock transfer case because you cna say I guess we got lucky and did not find an adapter mechanism. The AWD transfer case from the SS4 truck is much beefier as that truck comes with the 4L80.
I opted not to run a stall converter. I will not be racing it.
We had much stronger driveshafts made. I got the kit from Speed Engineering, but then later had it transfered to A&A corvette. He is the one that changed the transfer case, also changedthe block and few other things. Andy at A&A knows his stuff well !
In theory the transfer case itself should be OK since its a viscous coupler. so there is no chain like the 4x4. Most that should happen is it would heat up for the many seconds that you are on it....
I opted not to run a stall converter. I will not be racing it.
We had much stronger driveshafts made. I got the kit from Speed Engineering, but then later had it transfered to A&A corvette. He is the one that changed the transfer case, also changedthe block and few other things. Andy at A&A knows his stuff well !
In theory the transfer case itself should be OK since its a viscous coupler. so there is no chain like the 4x4. Most that should happen is it would heat up for the many seconds that you are on it....
09-02-2007, 09:45 AM
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http://www.lingenfelter.com/pack_suv_427h2.htm
These guys have done well with the 4L65 setups. But in one car they said they had to go to a 4L80 setup. But they never had a stransfer case failure.
These guys have done well with the 4L65 setups. But in one car they said they had to go to a 4L80 setup. But they never had a stransfer case failure.
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09-02-2007, 11:59 AM
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well, its a heavy car... 6200lbs... I still kind of wish I had gone the twon turbo route or even a large single turbo since on the street they do fine. It would have saved the weight of the Supercharger.
09-03-2007, 01:43 AM
#9
amazing mate! you might want to talk to RJW on the corvette forum as he is putting a 3.3 on his vette. also he has some intresting cooling bits that he might beable to sort you out with! 
keep us posted,
Chris.
keep us posted,
Chris.
09-04-2007, 11:06 PM
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Thanks... I am still torn between having gone twin turbo or roots... The weight advantage alone would have been nice, not to mention efficiency of turbo vs roots type...
I'm sure. 
09-07-2007, 09:02 PM
#16
Bismarck, do you know the part # for the transfer case you guys used? The problem we have isn't that the transfer case breaks, the problem is that it is sized for the 4l65 output shaft. The trans output shaft is what breaks. I just want to use a transfer case that fits the larger output shaft of the 4l80.
09-07-2007, 11:47 PM
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You can see teh pics here. The biggest problem has been the heater hoses. The throttle body adapter is way back there and on the opposite side.
I am thinking about relocating the air box to the battery side and movingthe battery there. But according to Whipple, the duct is large enough that I will not see any gain by doing that. They did not supply it as a kit, so they had no incentive to be biased, but I Am still a bit unsure...
Opinions welcome????
You can also see the custom made intercooler radiator. The guy made the fins too fine I think, this was supposed to be a free flowing radiator, so I am not sure if I will need fans behind it. What I hate about fans is the space the center motor wates behind the radiator. But its right against the grill so maybe there will be enough air pressure... ????
Opinions needed again???
I am thinking about relocating the air box to the battery side and movingthe battery there. But according to Whipple, the duct is large enough that I will not see any gain by doing that. They did not supply it as a kit, so they had no incentive to be biased, but I Am still a bit unsure...
Opinions welcome????
You can also see the custom made intercooler radiator. The guy made the fins too fine I think, this was supposed to be a free flowing radiator, so I am not sure if I will need fans behind it. What I hate about fans is the space the center motor wates behind the radiator. But its right against the grill so maybe there will be enough air pressure... ????
Opinions needed again???
09-08-2007, 12:36 AM
#19
Even though I'm not sure what an SS4 truck is, thanks for the response. I couldn't tell much about your airbox from the pics, but is it a factory airbox? If so, you will DEFINITELY need to cut extra holes under the filter and run cold air piping to it. Your 3.3 whipple should suck more air than the turbo kit I am dealing with, and the one I'm working on was creating a significant vacuum in the factory airbox.
09-08-2007, 12:41 AM
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https://ls1tech.com/forums/member.php?userid=51567
Look at this fellow truck, I guess its SS, maybe 4 is for AWD.
As for the Air box, its been replaced with a large Cone filter and caged with cold air intake.
Look at this fellow truck, I guess its SS, maybe 4 is for AWD.
As for the Air box, its been replaced with a large Cone filter and caged with cold air intake.