Raced a LS2 6 speed vette in my 3000GT VR-4
02-14-2017, 10:16 AM
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Raced a LS2 6 speed vette in my 3000GT VR-4 He's actually a friend of mine. Car is mostly stock with the exception of a removed midpipe. Its a 2005, 6 speed, 90k on it. Widebody with 305's out back.
I've got a fully built setup but this is the first race since getting my car buttoned up. Twin 16g's, 16psi 93 octane. About 420whp at the moment.
I'll be cranking up the boost soon..in the meantime enjoy these low power pulls.
It was a last minute thing so sorry for the subpar angles/quality. Another friend of mine has a c5 z06(405hp) and I'll be running him later this week. I'm really looking forward to that one, I think as-is our cars should be pretty evenly matched! I love corvettes and plan to pickup a c5 z06 to put around in this summer..
some pics of my ride..
I've got a fully built setup but this is the first race since getting my car buttoned up. Twin 16g's, 16psi 93 octane. About 420whp at the moment.
I'll be cranking up the boost soon..in the meantime enjoy these low power pulls.
It was a last minute thing so sorry for the subpar angles/quality. Another friend of mine has a c5 z06(405hp) and I'll be running him later this week. I'm really looking forward to that one, I think as-is our cars should be pretty evenly matched! I love corvettes and plan to pickup a c5 z06 to put around in this summer..
some pics of my ride..
02-14-2017, 11:01 AM
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Ive dumped quite a bit of weight by getting rid of all the gimmicks, etc...I haven't been to the scale recently but if my math is correct I should be in the 34XX range.
Some of the stuff ive done
not the complete list..just from the top of my head)
FG Hood
ABS Delete
Aftermkt Seats
Wheels
AWS Delete
Emissions Delete
Cat Deletes
Coilovers
Some of the stuff ive done
not the complete list..just from the top of my head)FG Hood
ABS Delete
Aftermkt Seats
Wheels
AWS Delete
Emissions Delete
Cat Deletes
Coilovers
02-14-2017, 11:27 AM
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02-14-2017, 12:42 PM
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Nowadays they have bolt-on turbos capable of 600+whp, so only the cold side of the turbo needs to be removed(chra+compressor housing) for a turbo upgrade. For intercoolers you can just get upgraded sidemount's and the rest is no different than any other car...6 fuel injectors, fuel pump and the nice thing is we have flashable ECU's now just like EVO's...just plug in your new injector/MAF settings and you're good to go.
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02-14-2017, 04:09 PM
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If you start with a good car(not abused and well maintained) they make wonderful 5-600hp grand touring cars...and thats their sweet spot. 500/500 no traction issues, good sound and pretty nice build quality as well. I think they have aged wonderfully, both exterior and interior wise. Plus its pretty cool that they have all the gizmos and gadgets that are becoming mainstream on high end cars nowadays..active aero, adjustable suspension modes and different exhaust mode settings(sport/tour) all in a car over 2 decades old! My OEM radio has AV input and the car came with 2 cigarette lighters stock..lol
02-22-2017, 08:32 AM
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[quote=R6cowboy]What made the '05 LS2 m6 C6 slower than the '06 and '07 LS2 m6?[/quote
(Please forgive some copy and paste)
The 2006 trans mounting has been widened and re enforced.
The 2006 housing has more webbing/support.
Both output shafts are splined into the side gears on the 2006.
The 2006 (bottom) output shaft is stronger, it's not narrowed after the splines like on the 2005.
While this might not of made the 2005 slower, it did impede the ability to create massive horsepower.
There were actually close to 500 changes made to the Corvette between 2005 and 2006.
And we all know what took place in 2008:
Engine – A new, 6.2L LS3 small-block V-8 is the standard engine in Coupe and Convertible models. It is rated at 430 horsepower (321kW)* and 424 lb.-ft. of torque (586 Nm)* with the standard exhaust system; with the new, optional two-mode exhaust system, power ratings increase to 436 horses / 325 kW and 428 lb.-ft. / 592 Nm. As a result, the standard Corvette is true supercar, capable of 190 mph. The LS3 with the six-speed paddle-shift automatic is the fastest automatic-equipped Corvette ever, with 0-60 mph capability of 4.3 seconds.
This new iteration of the storied small-block family features a revised, larger-bore cylinder block – 4.06-inch / 103.25 mm vs. the previous 6.0L's 4.00-inch / 101.62 mm bores – high-flow, LS7/L92-style cylinder heads; larger-diameter pistons; revised camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; high-flow fuel injectors from the Z06's LS7 engine; and a new engine beauty cover.
The LS3 features an aluminum cylinder block with cast iron cylinder liners. In addition to its larger bores, which help create a 376-cubic-inch displacement, the block casting also features revisions and machining in the bulkheads that enhance its strength and improved bay to bay breathing. But while the bore of the 6.2L engine is increased when compared with the previous 6.0L engine, the engine's stroke remains at 3.62 inches (92 mm). The pistons for the larger 6.2L engine also are new and are designed for its high-rpm performance capability.
Breathing for the new 6.2L engine is accomplished via new, high-flow cylinder heads. They're based on the large port/large valve design found on the LS7 engine and other GM L92 engines, with larger-capacity, straighter intake ports. The design optimizes intake flow to the combustion chamber and the exhaust ports are also designed for better flow.
Complementing the larger-port design of the heads are commensurately sized valves. The intake valve size alone increases from 2.00 inches (50.8 mm) to 2.16 inches (55 mm) – an increase of nearly 9 percent. The intake valves feature lightweight hollow stems, which enable the engine's 6,600-rpm capability. The exhaust valves also are large, measuring 1.60 inches (40.4 mm) in diameter.
To accommodate the engine's large valves and enable more direct intake port flow, the intake-side rocker arms are offset 6 mm between the valve tip and the push rod. Actuating the valves is a new camshaft, with intake-side lobes providing more than a 5-percent percent in increase in lift, from 0.521-inch to 0.551-inch (13.25 mm to 14 mm). Exhaust-valve lift remains unchanged from the LS2. The camshaft timing was revised to optimize performance with the higher-lift intake cam profile.
Ensuring the cylinder heads receive all the air they can handles falls to a new, acoustically tuned intake manifold. The composite design is manufactured with a “lost core” process that improves runner to runner variation and reduces airflow losses. An acoustic foam material is used to reduce radiated engine noise; it is sandwiched between the outer top of the manifold and an additional “skull cap” acoustic shell. Also new beauty covers atop the engine shield the rocker covers and also feature a noise-reducing, acoustically tuned insert to provide a more refined engine sound.
Exhaust system – Optional on '08 Coupe and Convertible models is a new, two-mode performance exhaust system. Similar in design and function to the system used on the Z06, the dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. It is not identical to the Z06 system; the Coupe/Convertible uses a 2.5-inch-diameter exhaust, while the Z06 uses a three-inch system.
With the new, dual-mode performance exhaust, power output for Coupe/Convertible rises from 430 horsepower (321 kW) and 424 lb.-ft. of torque (575 Nm) to 436 horses (325 kW) and 428 lb.-ft. (580 Nm). This system gives the Corvette a more aggressive exhaust sound character that will appeal to performance enthusiasts.
Transmissions and axle ratios – The shifting efforts for both the six-speed manual transmission and paddle-shift six-speed automatic transmissions have been improved in '08 Corvette models. The manual transmission shifting improvements include a more positive and direct feel during gear changes, with better gate-to-gate location.
The six-speed paddle-shift automatic transmission on Coupe and Convertible is improved with new hardware and a new controller calibration that deliver quicker shifts. This change bolsters the feeling of performance and driver control when using the shifting paddles.
Also new for '08 models is the availability of the 2.73 performance axle ratio with the automatic transmission.
And let's not forget the return of the ZO6 in 2006
It actually has the fastest 0 to 60 foot times of any C6 ZO6.
(Please forgive some copy and paste)
The 2006 trans mounting has been widened and re enforced.
The 2006 housing has more webbing/support.
Both output shafts are splined into the side gears on the 2006.
The 2006 (bottom) output shaft is stronger, it's not narrowed after the splines like on the 2005.
While this might not of made the 2005 slower, it did impede the ability to create massive horsepower.
There were actually close to 500 changes made to the Corvette between 2005 and 2006.
And we all know what took place in 2008:
Engine – A new, 6.2L LS3 small-block V-8 is the standard engine in Coupe and Convertible models. It is rated at 430 horsepower (321kW)* and 424 lb.-ft. of torque (586 Nm)* with the standard exhaust system; with the new, optional two-mode exhaust system, power ratings increase to 436 horses / 325 kW and 428 lb.-ft. / 592 Nm. As a result, the standard Corvette is true supercar, capable of 190 mph. The LS3 with the six-speed paddle-shift automatic is the fastest automatic-equipped Corvette ever, with 0-60 mph capability of 4.3 seconds.
This new iteration of the storied small-block family features a revised, larger-bore cylinder block – 4.06-inch / 103.25 mm vs. the previous 6.0L's 4.00-inch / 101.62 mm bores – high-flow, LS7/L92-style cylinder heads; larger-diameter pistons; revised camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; high-flow fuel injectors from the Z06's LS7 engine; and a new engine beauty cover.
The LS3 features an aluminum cylinder block with cast iron cylinder liners. In addition to its larger bores, which help create a 376-cubic-inch displacement, the block casting also features revisions and machining in the bulkheads that enhance its strength and improved bay to bay breathing. But while the bore of the 6.2L engine is increased when compared with the previous 6.0L engine, the engine's stroke remains at 3.62 inches (92 mm). The pistons for the larger 6.2L engine also are new and are designed for its high-rpm performance capability.
Breathing for the new 6.2L engine is accomplished via new, high-flow cylinder heads. They're based on the large port/large valve design found on the LS7 engine and other GM L92 engines, with larger-capacity, straighter intake ports. The design optimizes intake flow to the combustion chamber and the exhaust ports are also designed for better flow.
Complementing the larger-port design of the heads are commensurately sized valves. The intake valve size alone increases from 2.00 inches (50.8 mm) to 2.16 inches (55 mm) – an increase of nearly 9 percent. The intake valves feature lightweight hollow stems, which enable the engine's 6,600-rpm capability. The exhaust valves also are large, measuring 1.60 inches (40.4 mm) in diameter.
To accommodate the engine's large valves and enable more direct intake port flow, the intake-side rocker arms are offset 6 mm between the valve tip and the push rod. Actuating the valves is a new camshaft, with intake-side lobes providing more than a 5-percent percent in increase in lift, from 0.521-inch to 0.551-inch (13.25 mm to 14 mm). Exhaust-valve lift remains unchanged from the LS2. The camshaft timing was revised to optimize performance with the higher-lift intake cam profile.
Ensuring the cylinder heads receive all the air they can handles falls to a new, acoustically tuned intake manifold. The composite design is manufactured with a “lost core” process that improves runner to runner variation and reduces airflow losses. An acoustic foam material is used to reduce radiated engine noise; it is sandwiched between the outer top of the manifold and an additional “skull cap” acoustic shell. Also new beauty covers atop the engine shield the rocker covers and also feature a noise-reducing, acoustically tuned insert to provide a more refined engine sound.
Exhaust system – Optional on '08 Coupe and Convertible models is a new, two-mode performance exhaust system. Similar in design and function to the system used on the Z06, the dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. It is not identical to the Z06 system; the Coupe/Convertible uses a 2.5-inch-diameter exhaust, while the Z06 uses a three-inch system.
With the new, dual-mode performance exhaust, power output for Coupe/Convertible rises from 430 horsepower (321 kW) and 424 lb.-ft. of torque (575 Nm) to 436 horses (325 kW) and 428 lb.-ft. (580 Nm). This system gives the Corvette a more aggressive exhaust sound character that will appeal to performance enthusiasts.
Transmissions and axle ratios – The shifting efforts for both the six-speed manual transmission and paddle-shift six-speed automatic transmissions have been improved in '08 Corvette models. The manual transmission shifting improvements include a more positive and direct feel during gear changes, with better gate-to-gate location.
The six-speed paddle-shift automatic transmission on Coupe and Convertible is improved with new hardware and a new controller calibration that deliver quicker shifts. This change bolsters the feeling of performance and driver control when using the shifting paddles.
Also new for '08 models is the availability of the 2.73 performance axle ratio with the automatic transmission.
And let's not forget the return of the ZO6 in 2006
It actually has the fastest 0 to 60 foot times of any C6 ZO6.
02-22-2017, 09:07 AM
#17
Good info. But I don't see anything that would explain why the '05 m6 would be slower than the '06/07 m6. There were upgrades yes, but power output and gearing was unchanged. The only thing I can think of that would've made the '06 m6 faster would be less weight. I'm not sure if there was much or significant weight difference between '05 and '06 m6 base models...? (straight line acceleration speaking)
02-22-2017, 11:42 AM
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Lol at that copy and paste.
The only difference that made is you don't crack your differential case (i.e. Break your rear diff on hard launches or hard shifts). The 05 can easily be upgraded to an 06+ diff by changing the transmission extension case. It's like an $800 package + price of diff. This DID NOT make the 05 slower. Lol. The only 05 that maybe slower is the 05 4-speed auto.
LS2's make the same amount of power as the LS3 ironically after you boost the motors.
That C6 needed more mods (basically a stock car against a heavily modified car w weight reduction). Regardless, nice ride OP. Don't see that many nice VR cars around anymore.
The only difference that made is you don't crack your differential case (i.e. Break your rear diff on hard launches or hard shifts). The 05 can easily be upgraded to an 06+ diff by changing the transmission extension case. It's like an $800 package + price of diff. This DID NOT make the 05 slower. Lol. The only 05 that maybe slower is the 05 4-speed auto.
LS2's make the same amount of power as the LS3 ironically after you boost the motors.
That C6 needed more mods (basically a stock car against a heavily modified car w weight reduction). Regardless, nice ride OP. Don't see that many nice VR cars around anymore.
