700+ rwhp 93 octane daily driver C6 Grand Sport build thread
08-04-2014, 04:25 PM
#1
700+ rwhp 93 octane daily driver C6 Grand Sport build thread I have always enjoyed driving my cars daily rather than having them as dedicated race cars. I am very pleased to report how nicely my 2013 Corvette Grand Sport has turned out. First off, my is a heavily optioned automatic car. Now before any of you purists dog the car for running an automatic, I must say that this is the fastest shifting automatic car I have ever modified. The shift response after engaging the paddle shifters is immediate.
Here are the details on the car:
Forged 416 LS3 built by LME featuring Wiseco 15cc dished pistons, Callies Compstar rods, and Callies Dragon Slayer Crank. Static compression is 10.0:1.
Cam choice: 222/242 .629/.604" 121LSA +5 advance custom Patrick G cam ground using EPS lobes from Cam Motion. This is a smooth idlling, wife-approved cam that idles at 600 rpm and sounds awesome. Good fuel economy and not a stinky cam.
HK Racing Engines sourced the Trick Flow 255 LS3 heads which were massaged by Greg Good from Houston.
Peak flow numbers were 409cfm at .650" on intake and 263cfm on exhaust. I used the TFS 448lb dual valve springs with Ti retainers. Greg worked primarily on improving the wet flow of the TFS heads as their dry flow is already excellent right out of the box.
Presence Distribution sourced the East Coast Supercharging Paxton Novi 1500 supercharger with restrictor removed. This is the most OEM looking and fitting centrifical supercharger that I've seen for the C6s. With my generous head flow, cam choice, and extra cubes, peak boost is only 11 psi. The fuel system upgrade is the ECS stage one fuel system that utilizes an inline Bosch pump activated by a Hobb switch at 2psi. This is good for over 800rwhp. No boost a pump for my combo. The stock LS3 intake manifold used the stock fuel rails and FIC 850 fuel injectors.
LSX Performance Dyno Tuning sourced the American Racing 1 7/8" long tube headers, no cats and stock 2.5" OEM NPP rear muffler section round out the mods. Kurt Decker applied a really trick Lingenfelter window switch to control the NPP exhaust so it stays closed and quiet at any rpm where throttle position is less than 80%. Above 80% throttle, the extra baffles open and it gets really loud and exotic sounding. I have the mild to wild switch if I want it to be loud all the time.
Assembly of the engine, supercharger and fuel system was handled by Mike Pabone at Late Model Racecraft in Houston. LMR also fabbed up a custom coolant crossover for cylinders 7 & 8 to keep combustion chamber temps in line with the others. LMR also constructed a trick dual hose evac system to keep crankcase pressure under control and to route crankcase gasses to a catch can reservoir at the front of the car.
All tuning was handled by yours truly using both EFI Live and HP Tuners. There are some really important tables that are exclusive to each piece of software so the best tune came from using both programs.
On LMR's dyno, the combo made 719rwhp and 653 rwtq. Here's a video of the dyno run.
Keep in mind, this run was performed with only 15 degrees of spark timing, 93 octane, no meth, and 11 psi. Don't forget this is an automatic with stock transmission and stock torque converter. If I want to make over 800rwhp, all I have to do is do a pulley swap, add some race fuel and crank the ignition timing up into the 20 degree range. I plan on racing the car in this upcoming Texas Mile. The car is a highway machine, it gets 23mpg and is super reliable. I give thanks to all parties involved in making this project a reality.
Here are the details on the car:
Forged 416 LS3 built by LME featuring Wiseco 15cc dished pistons, Callies Compstar rods, and Callies Dragon Slayer Crank. Static compression is 10.0:1.
Cam choice: 222/242 .629/.604" 121LSA +5 advance custom Patrick G cam ground using EPS lobes from Cam Motion. This is a smooth idlling, wife-approved cam that idles at 600 rpm and sounds awesome. Good fuel economy and not a stinky cam.
HK Racing Engines sourced the Trick Flow 255 LS3 heads which were massaged by Greg Good from Houston.
Peak flow numbers were 409cfm at .650" on intake and 263cfm on exhaust. I used the TFS 448lb dual valve springs with Ti retainers. Greg worked primarily on improving the wet flow of the TFS heads as their dry flow is already excellent right out of the box.
Presence Distribution sourced the East Coast Supercharging Paxton Novi 1500 supercharger with restrictor removed. This is the most OEM looking and fitting centrifical supercharger that I've seen for the C6s. With my generous head flow, cam choice, and extra cubes, peak boost is only 11 psi. The fuel system upgrade is the ECS stage one fuel system that utilizes an inline Bosch pump activated by a Hobb switch at 2psi. This is good for over 800rwhp. No boost a pump for my combo. The stock LS3 intake manifold used the stock fuel rails and FIC 850 fuel injectors.
LSX Performance Dyno Tuning sourced the American Racing 1 7/8" long tube headers, no cats and stock 2.5" OEM NPP rear muffler section round out the mods. Kurt Decker applied a really trick Lingenfelter window switch to control the NPP exhaust so it stays closed and quiet at any rpm where throttle position is less than 80%. Above 80% throttle, the extra baffles open and it gets really loud and exotic sounding. I have the mild to wild switch if I want it to be loud all the time.
Assembly of the engine, supercharger and fuel system was handled by Mike Pabone at Late Model Racecraft in Houston. LMR also fabbed up a custom coolant crossover for cylinders 7 & 8 to keep combustion chamber temps in line with the others. LMR also constructed a trick dual hose evac system to keep crankcase pressure under control and to route crankcase gasses to a catch can reservoir at the front of the car.
All tuning was handled by yours truly using both EFI Live and HP Tuners. There are some really important tables that are exclusive to each piece of software so the best tune came from using both programs.
On LMR's dyno, the combo made 719rwhp and 653 rwtq. Here's a video of the dyno run.
Keep in mind, this run was performed with only 15 degrees of spark timing, 93 octane, no meth, and 11 psi. Don't forget this is an automatic with stock transmission and stock torque converter. If I want to make over 800rwhp, all I have to do is do a pulley swap, add some race fuel and crank the ignition timing up into the 20 degree range. I plan on racing the car in this upcoming Texas Mile. The car is a highway machine, it gets 23mpg and is super reliable. I give thanks to all parties involved in making this project a reality.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
08-04-2014, 08:54 PM
#5
Launching!
Join Date: Oct 2010
Location: Yorktown, TX
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Congrats on a beautiful, well rounded car that hauls ***. It definetly pins you in the seat and still has perfect street manners. I still can't get over how fast it utilizes the paddle shifters. The caddy's aren't near that responsive. We'll definetly have to shedule a track day. As always, I'm your huckleberry!
08-04-2014, 09:10 PM
#6
Staging Lane
Join Date: Oct 2002
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Over 400 CI - Ported TFS heads - Custom Cam - LongTubes .... But you went with the 1500 kit? Oh and the stock 6L80E???
1500 has to be undersized in that combo. Low 7's seem to be bit soft for that combo -
1500 has to be undersized in that combo. Low 7's seem to be bit soft for that combo -
08-05-2014, 02:53 AM
#7
On The Tree
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OP, awesome build. Sounds like a winning combo if you can keep that trans together!
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08-06-2014, 07:27 PM
#9
Greg Good flows wet dye to see the possible affects of fuel separation. Fuel separation, especially in a boosted application can reduce your hp as it's not mixed with air any more. It's hard to ignite raw fuel puddled in the combustion chamber.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
08-13-2014, 03:55 PM
#15
6600 rpm clutch dump of death Administrator
As Pat said, wet flow has been coming along since it really started getting press in about 2006. Folks like Mondello really pioneered it. Darin Morgan from RM has really been an advocate of it. Its really been around education, and getting it into the hands of shops. Plus it can be really messy.
http://www.enginebuildermag.com/2006...-flow-testing/
http://rehermorrison.com/tech-talk-4...de-your-motor/
Good results Pat! But I expect no less from you.
http://www.enginebuildermag.com/2006...-flow-testing/
http://rehermorrison.com/tech-talk-4...de-your-motor/
Good results Pat! But I expect no less from you.
08-14-2014, 02:20 AM
#18
Hey Patrick. Awesome build. Thanks for including me. Want a ride when I come back down.
Wet flow is something we all should be studying. There's a lot of power there waiting to be picked up. Unfortunately the way people buy heads skews companies into products that look good on the flow bench and on paper. I'd like to see a history on wet flow studies written someday. I have no idea who started doing it. My good friend Marvin Shaw taught me about it about 1990.
An intake port is a fuel injector. That's a true statement (if there is fuel in the intake port, not DI). How this fuel is introduced into the chamber, and how it is further mixed, determines how many BTU's of heat we extract from it on the power stroke. We employ swirl, which is the airstream coming off the long wall being stronger than the airstream coming off the short side radius, to mix the fuel and air better. If we have no swirl at all, we get a build up of wet fuel on the exhaust side of the chamber, leaving us with a very wide air/fuel ratio across the chamber (lean intake/rich exhaust). What we want to do is spin the rich mixture on the exhaust side around towards the lean intake side so more fuel molecules attach themselves to air molecules.
Here are a few pic of ink tests on an intake port showing how swirl affects wet flow;
This is an example of a lot of swirl. The air off the long wall is coming around the cylinder and trying to flow back up into the intake port, interfering with the ink trying to come out into the cylinder. You can see the ink just build up on the short side and "boil". The port in this configuration went very turbulent at high lift (swirl flow re-entering the port on the short side).
This is a pic of the port after swirl is reduced to a level where short side airflow is not hampered. The ink lines travel smoothly from the port into the chamber.
This last pic is of a port that swirls, but not hard enough to interfere with flow out of the port. The ink comes out of the port then is swirled in the chamber. Kind of cool.
Now, all of these ink tests are done at 28" of water so they don't really count in real racing. A head like an LSx head will swirl harder on a live engine than on a flow bench. That's where studying carbon patterns in the combustion chamber come into play. This is a very sensitive area and small changes to the head make a big difference in power.
Hope this helps a few understand this a little better.
Wet flow is something we all should be studying. There's a lot of power there waiting to be picked up. Unfortunately the way people buy heads skews companies into products that look good on the flow bench and on paper. I'd like to see a history on wet flow studies written someday. I have no idea who started doing it. My good friend Marvin Shaw taught me about it about 1990.
An intake port is a fuel injector. That's a true statement (if there is fuel in the intake port, not DI). How this fuel is introduced into the chamber, and how it is further mixed, determines how many BTU's of heat we extract from it on the power stroke. We employ swirl, which is the airstream coming off the long wall being stronger than the airstream coming off the short side radius, to mix the fuel and air better. If we have no swirl at all, we get a build up of wet fuel on the exhaust side of the chamber, leaving us with a very wide air/fuel ratio across the chamber (lean intake/rich exhaust). What we want to do is spin the rich mixture on the exhaust side around towards the lean intake side so more fuel molecules attach themselves to air molecules.
Here are a few pic of ink tests on an intake port showing how swirl affects wet flow;
This is an example of a lot of swirl. The air off the long wall is coming around the cylinder and trying to flow back up into the intake port, interfering with the ink trying to come out into the cylinder. You can see the ink just build up on the short side and "boil". The port in this configuration went very turbulent at high lift (swirl flow re-entering the port on the short side).
This is a pic of the port after swirl is reduced to a level where short side airflow is not hampered. The ink lines travel smoothly from the port into the chamber.
This last pic is of a port that swirls, but not hard enough to interfere with flow out of the port. The ink comes out of the port then is swirled in the chamber. Kind of cool.
Now, all of these ink tests are done at 28" of water so they don't really count in real racing. A head like an LSx head will swirl harder on a live engine than on a flow bench. That's where studying carbon patterns in the combustion chamber come into play. This is a very sensitive area and small changes to the head make a big difference in power.
Hope this helps a few understand this a little better.
