Trans Am WS6 420

iTrader: (14)

I'm curious to know who is making serious RWHP / RWTQ (600+) that is actually SURVIVING in an older V. I'm not looking for people who have been making 600rwhp for a few weeks. I'm trying to see if there is someone over 600 to the wheels, and has been doing so for a while.

Thanks!

- Matt

wait4me

iTrader: (10)

853 hp 927 tq still. Drive it all over. Even down to the lsx shootout car show.

wait4me

iTrader: (10)

To add, I put on a direct port nitrous kit on it, but for some reason the Nos Nozzle kit was causing fuel issues on tip in, so i never used the kit to see if the car would hit 1000hp. In theory though, with the 200 shot it should hit the goal. So im now stuck waiting for MAgnuson to send me the prototype R2300 TVS blower, then i should be able to get more boost to hit that hp. Im at 15psi now on the 454 with a Beyond maxxed out Mp122 fully ported.

Trans Am WS6 420

iTrader: (14)

Nice! Ok, what mods do you have done, and what did you do about the rear end issue?

Edit: Just saw the second post. How do you like the blower?

wait4me

iTrader: (10)

454 LSX block cast iron block, Full lightweight forged top of the line internals.
MTI racing camshaft, 650ish lift, 255 duration. Specs might not be exact but really damn close to that.. It was a while since i looked.
One of a kind Mp122 maggy blower Making 15psi from 1750 to 7000.
Lingenfelter maxxed out ported Edilbrock 245cc heads.
ls2 conversion wiring extentions for the knock sensors and front cover cam sensor.
Spec twin disk race clutch with ctsv spacer ring.
Aluminum flywheel.
Custom twin fuel pumps intank "255lph each"
kennebell boost a pump turned all the way up. fuel pressure at 65 @ wot
carbon driveshaft, and no rubber bushings.
EFIlive custom os3 2 bar no maf.
lingenfelter 90mm throttlebody and cold air box.
95mm air intake tubes custom made.
Dual maggy water intercooler cores with custom res.
Custom carbon fiber hood was needed to clear blower.
B&B full long tube headers, with ceramic coating,
B&B full catback fully polished, with custom chambered center section.
lingenfelter hardened rocker mount.
lightweight comp cams rockers. 1.7
Comp pushrods.
295/30/18 rear tires.
full dynomat whole car including trunk, now super quite inside,
Racing pads, better cryo rotors,
Larger custom radiator,

Push button start with smart entry. "Like STSV"
stock TV tuner from japan,


As for rear end, nothing yet, just being nice to it till more options are out there. When on dyno rear cracked on last run, So that was the last time it was on the dyno. 5th rear end now it has gone thru, but motor still running good.

MCasano1

I've been living with 670 rwhp/710 rwtq (nitrous) for 9,000 miles in my daily driver. But, to be fair, it's 540/510 on motor - so that's what it sees every day.

Trans Am WS6 420

iTrader: (14)

MCasano1 - Dare I ask how many rear ends you have gone through?

And for the both of you, other than the known rear issues, have you run into any unexpected issues at that power level?

MCasano1

The rear was replaced with a 2006 rear back when I had the 346 (LS6). It broke at the track. The rear has been fine with the 427 (LS7), but it's only been down the track on 4 very easy passes.

The only problem that I have had since the motor swap was the crank pulley spinning on the crank. I have since put a keyed pulley on the car, so that should be over with.

So far, so good after 9,000 miles.

MCasano1

Oops! I forgot - I do need to put a PVC catch can on the car. It's fine under normal use, but when I drive it hard, the increase vacuum from the extra cubes is sucking some oil into the intake. That hasn't been a big problem, but it's another pitfall of a big motor.

wait4me

iTrader: (10)

Honestly no major problems at all with the car. Other than traction.

The pvc catch can was definatly a must. It does loose about 1 qt of synthetic ever 2000 miles. More if beat on..

One issue that i dont like is, that when cold outside, the belts do slip on the blower past 6000 until the belts heat up but that should be a simple fix.

Also the idler pulleys snapped off a few times from too tight of a belt. East coast supercharging has a fix for that though with some awsome upgraded ones that i will be buying soon in the spring when i start driving the car again.

295 rear tires to rub on bumps also. They are sticky but just rub the fenders sometimes.

Clutch is not as good as i would like it to be, For 1800 bucks it should be better. I think it was a ST-Trim twin clutch. I will try a textralia next when this one does die.

Trans Am WS6 420

iTrader: (14)

So we have a Blown car, and a Nitrous car. No big power turbo cars? Maybe I'll get to be the first in a CTS-V but somehow I can't believe that no one has slapped a large hairdryer on one of these yet...

MCasano1

I thought about doing something with twins, but IMO you can't do much with more than 600-700 rwhp on the street. It's hard enough to USE that amount of hp. Since I wasn't turning my V into a track car, I just couldn't justify the down time and expense.

Now for a shop car, show car or dyno...I guess I could see it.

Trans Am WS6 420

iTrader: (14)

Progressive boost controllers can work WONDERS for traction So can progessive nitrous controllers, for that matter...

I just am looking to build something comfortable, packed with features, a little more grown up than my current toys (Syclone, Chevelle, GN, WS6), and that will make a new M5 go "What the **** was that?!?"

MCasano1

My 1,100hp TA had a progressive nitrous controller. Next month it will be a 1,500+ hp TA with a progressive boost controller. The progressive controller certainly helps manage the power, but the car is also set up to handle the power - meaning it's not comfortable, packed with features or grown up.

Hey, don't get me wrong - I hope you can pull it off. But, the more power - the less streetability. That's a formula that there's no way around. Based on my experiences, getting above 600-700 at the back tires is when you start having to make significant chassis, suspension, transmission, fuel and everything else decisions.

Twin turbos would be awesome! Good luck.

wait4me

iTrader: (10)

A turbo cts would definiatly be fun. But i was saving that for the STSV. I think i can use the awd system that is on my SRX to make it an all wheel drive STS, but i just havent had the time to crawl under it and measure stuff. The STS and the SRX look to be the same from a breif glance. So maybe by next year i will get the ambition to set it all up. That and i still have to find a wrecked SRX AWD v8 to pull the stuff from. I dont think the wife will let me tear hers apart! LOL

Black Knight

I thought the SRX is based on the CTS?

wait4me

iTrader: (10)

only the interior was. Look at the wheelbase specs on the 2. All the parts from the stsv bolted right up when i put them on the srx.

trukk

iTrader: (1)

They both use the SIGMA body, but GM fiddled with the dimensions. The CTS is about 2" narrower than the STS/SRX, which are basically identical (to my knowledge).

The width difference is a big reason that the CTS didn't end up with a V8 northstar as an option (or in the V). like in the STS/SRX. It just wouldn't fit (thank god!!)

-Chris

trukk

iTrader: (1)

WOW!

Details on that driveshaft and radiator? How much fab did you need to make those fit? Where did you source them? Etc.

-Chris