Sales@Tick

iTrader: (3)

What you see here is the culmination of a 8 month long build by one of my customers named Brian. Brian came to me back in October of last year with a vision to build the baddest N/A CTS-V he possibly could with the short block he already had.

Brian started the foundation of the engine with a LS2 aluminum block, Manley 4.005" bore forged pistons, Manley forged 4.100" crank and forged Scat H-beam rods. I gave Brian two options for cylinder heads that I thought would work best. First option was the AFR V.2 230cc cylinder heads, and second option were TEA TFS 235cc cylinder heads. After a mishap with ordering the AFR heads, we decided that TEA would get the nod for their renowned Trick Flow Specialties CNC 235cc castings. With the chamber volume of 62cc that we went with, Brian will end up with 11.96:1 static compression and 8.90:1 dynamic compression.

This thing will be potent...we hope!

We went with the best valve-train set-up possible in my eyes for a hydraulic roller set-up. We went with the TEA supplied PAC springs and titanium retainers for weight savings and an all out bad *** spring. I had Mike Schimdt take 8 LS3 hollow stem intake valves and turn them down to 2.08" in order to shed some weight. This takes the already light 89g valve down to 83g! I also had powdered metal guides added to the heads so that Brian could retain his stock rockers for the ultimate in valve train control.

For push rods we went with Brian Tooley 3/8" diameter .080" wall thickness 4130 chromoly push rods. With the kind of RPM we will be turning with the Pro Flo, a larger diameter push rod is needed. IMO a 3/8" push rod should be used on every cylinder head that will allow such a push rod to fit. For lifters Brian also spared no expense in going with Morel 5290 hydraulic roller link bar lifters.

Of course the camshaft is a custom Tick Performance N/A grind, ground specifically for Brian's very unique combination of parts. Specs are 247/254 .624"/.615" 110lsa. Shifts will be in the 7400-7600rpm range with the cylinder head, intake manifold and camshaft that is being used.

We're using the Edelbrock Pro Flo XT intake manifold, Fast 90mm throttle body, Edelbrock Pro Flo fuel rails and FIC 57lb. Bosch EV6 injectors with harness adapters to adapt the LS6 injector harnesses to LS3 style injectors.

We ported Brian's intake here in house to match the TFS 235cc heads along with blending the taper of the runner and enlarging the cross sectional area of the runner to ensure maximum horsepower and torque for the RPM range this size engine will be used in.

Brian also has a Nitrous Outlet plate kit on the car and it will be used, but not until next year when he gets the fuel system sorted out. There aren't many options for drop in fuel systems for a V, so something will have to be made from scratch most likely in the form of a dual pump set-up.

I also supplied Brian with a Monster Level 2 Twin Disc clutch set-up to harness all of that monster(no pun intended) power this thing is going to make!

Here are some pictures that Brian has sent me, I know he is going to the dyno today as well. Hopefully it does well on the dyno today and I have some videos or dyno graphs to report back with this evening or tomorrow.

For now, here are the pictures:













Picture of one of the Pro Flo XT manifold's runners:

jcollege

iTrader: (2)

Wow sick build cant wait to see those numbers!

vmapper

iTrader: (8)

Did the 3/8" rod require head modification? I know 3/8" would not fit on the AFR v2. only 11/32" max.

Forcfed93

iTrader: (10)

Will the hood clear that intake?

Sales@Tick

iTrader: (3)

Me neither!
No, the newer TFS heads from what I believe to be 2007-2008 and up have enough clearance to run a 3/8" push rod. Brian modified the rocker stands to allow the stock rockers to work.
The hood will not clear, it is going to have a cowl hood of some sorts from what Brian has told me.

Skidmarcx

Sick build! Need numbers! And while you're at it how bout some love in the clutch master/slave area!

Sales@Tick

iTrader: (3)

Well, no numbers until next Tuesday guys. It seems that the oil barbel was forgotten in the block and Brian was unable to build anymore than 10psi oil pressure upon first start up. I've sent Brian the barbell he needs along with a new harmonic balancer.

We will have dyno numbers then! Stay tuned!

AAIIIC

iTrader: (19)

OK, I'll ask the stupid question - what's an oil barbel?

liqidvenom

iTrader: (2)

^^^^im with him.

is it barrel you mean to type?

jamesdem1123

It's a little plastic bung with two seals that are separated (looks like barbell) that goes in the block. I think its so you can flush the block, or to make it easier to cast.

jamesdem1123

http://www.hotrod.com/techarticles/e.../photo_05.html

first pic

jmargo

iTrader: (10)

Whoops...that could be a costly mistake. Plus a bit time consuming to get to and correct. Who built his motor ?

Skidmarcx

How bout what's an oil???

Sales@Tick

iTrader: (3)

I believe he got the shortblock from SDPC. That said, oil barbells are normally something we do after machine work during assembly. I've never purchased a ready made short block before, but I would think that the barbell is not included.

He had to take the trans out, clutch out all kinds of crap just to replace it.

vmapper

iTrader: (8)

Oil restrictor (aka barbell) I have never seen come with Short block builds, its up to the purchaser to understand how LS based blocks work and buy it separately, just like dowel pins for the heads.
pn 12573460 - Oil restrictor

AAIIIC

iTrader: (19)

Well, it's a good thing my LS6 long block from GM already had one (apparently), because I would've had no frickin' clue!

Sales@Tick

iTrader: (3)

My thoughts exactly. As a consumer this is hard to understand sometimes, but as an employee that works at a shop where we build engines and I design cam, valve train systems, cylinder head set-ups you name it I have learned that nothing is a given.
Yep, it's normally purchased separately.

Anyone have any power guesses to stir the pot?

Here's mine:

575/520 as a nice conservative guesstimate....

Sales@Tick

iTrader: (3)

Forgot to update this, but the car ran out of fuel right at 530rwhp/490rwtq. Should be at least another 20rwhp and 10-15rwtq left in the tune with more fuel.

tug686spd

iTrader: (11)

Bump this up for some more results and wondering if a Vic jr/sr would help this combo out. Im about to start assembling my short block and was planning on the pro flo but might be leaning toward the vic sr now. Its a 1st gen camaro swap so no elbows or any of that on intke.

FuzzyLog1c

iTrader: (4)

Martin, make sure that you have him install a Racetronix hotwire kit, or the car is going to fireball. If this is his end goal, a single DW300 (275 LPH @ 13.5 VDC) through the stock fuel system should be more than enough to hold him. The stock pump flows 190LPH @ 13.5 VDC.

What are your plans to fabricate a replacement shock tower brace?