Dyno comparison on TT C6 Z06.. GM LS7 427 Vs RHS/All Pro 427.. Dyno/Pics/Video Inside
08-24-2011, 05:36 PM
#1
Dyno comparison on TT C6 Z06.. GM LS7 427 Vs RHS/All Pro 427.. Dyno/Pics/Video Inside We recently built a Twin Turbo C6 Z06 for our customer and Outlaw 10.5 Racing champion Tim Lynch... For more information on the initial build check out this link
http://forums.corvetteforum.com/c6-forced-induction-nitrous/2700167-follow-along-as-vengeance-racing-builds-twin-turbo-c6-z06-for-outlaw-racer-tim-lynch.html
The original build was based on a stock LS7 block/Stock LS7 camshaft/Stock LS7 cylinder heads. Modifications to the engine consisted of forged pistons/rings/bearings/Dual Springs/Hardened pushrods/C5R Timing Chain/Head Studs/Trunion Upgrade...
Here is a dyno graph showing results on 11psi and 14 psi on the original LS7 engine. These dyno runs were performed the day prior to removing the LS7.
11psi- 672RWHP/689RWTQ
14psi736RWHP/738RWTQ
The new engine is still 427 cubic inches, but was built to handle much more power...
RHS Race Prep Block- 4.125 Bore/Standard deck
Lunati Billet Crankshaft- 4" Stroke
Lentz 6.125 Connecting Rods
Custom Diamond Pistons/Rings
Coated Main/Rod Bearings
Custom DOUBLE roller Timing Set
Ported/Shimmed LS7 Oil Pump
Custom Solid Roller Camshaft (240s Duration)
All Pro LSW Cylinder Heads
Jesel Rockers
Compression is 9.25:1 (The same as the LS7)
Aside from the shortblock being built to handle ALOT more power the biggest differences are GM LS7 Cylinder Heads Vs All Pro LSW heads and the OEM LS7 camshaft Vs the mild solid roller camshaft....
I must note, while we had the drivetrain out we removed the Aeromotive fuel system we had previously installed and replaced it with Racing Solutions Triple In Tank fuel system. The Aeromotive system had left Tim on the side of the road 3 times in a very short period of time so it had to be replaced. I am happy to say that we have had ZERO issues from the Racing Solutions fuel system.
Here is a dyno comparison of the GM LS7 Vs the RHS/All Pro combo making 11psi
GM LS7- 672RWHP/689RWTQ
RHS/All Pro- 769RWHP/750RWTQ
A gain of 97RWHP/61RWTQ at the same boost level..
You will notice we lost some low end power with the larger heads and camshaft, BUT this actually made the car more controllable as it wants to annihilate the tires at pretty much any point in the RPM....
Here is a 14lb dyno comparison
GM LS7- 736RWHP/738RWHP
RHS/All Pro- 854RWHP/816RWTQ
A gain of 118RWHP/78RWTQ
Here is our final pull on 15psi/pump gas/no methanol
Results: 880RWHP/817RWTQ
We are waiting for Tim to put a few more miles on the new combo and for the heat to break a bit. Once both of these things happen we will start tuning for big boost on C16... Things should get very interesting in the 25lb range
Here is an idle clip. Notice how mild the camshaft sounds in this video....
Here are a few pics of the completed build. We were very pleased with the finished product.
http://forums.corvetteforum.com/c6-forced-induction-nitrous/2700167-follow-along-as-vengeance-racing-builds-twin-turbo-c6-z06-for-outlaw-racer-tim-lynch.html
The original build was based on a stock LS7 block/Stock LS7 camshaft/Stock LS7 cylinder heads. Modifications to the engine consisted of forged pistons/rings/bearings/Dual Springs/Hardened pushrods/C5R Timing Chain/Head Studs/Trunion Upgrade...
Here is a dyno graph showing results on 11psi and 14 psi on the original LS7 engine. These dyno runs were performed the day prior to removing the LS7.
11psi- 672RWHP/689RWTQ
14psi736RWHP/738RWTQ
The new engine is still 427 cubic inches, but was built to handle much more power...
RHS Race Prep Block- 4.125 Bore/Standard deck
Lunati Billet Crankshaft- 4" Stroke
Lentz 6.125 Connecting Rods
Custom Diamond Pistons/Rings
Coated Main/Rod Bearings
Custom DOUBLE roller Timing Set
Ported/Shimmed LS7 Oil Pump
Custom Solid Roller Camshaft (240s Duration)
All Pro LSW Cylinder Heads
Jesel Rockers
Compression is 9.25:1 (The same as the LS7)
Aside from the shortblock being built to handle ALOT more power the biggest differences are GM LS7 Cylinder Heads Vs All Pro LSW heads and the OEM LS7 camshaft Vs the mild solid roller camshaft....
I must note, while we had the drivetrain out we removed the Aeromotive fuel system we had previously installed and replaced it with Racing Solutions Triple In Tank fuel system. The Aeromotive system had left Tim on the side of the road 3 times in a very short period of time so it had to be replaced. I am happy to say that we have had ZERO issues from the Racing Solutions fuel system.
Here is a dyno comparison of the GM LS7 Vs the RHS/All Pro combo making 11psi
GM LS7- 672RWHP/689RWTQ
RHS/All Pro- 769RWHP/750RWTQ
A gain of 97RWHP/61RWTQ at the same boost level..
You will notice we lost some low end power with the larger heads and camshaft, BUT this actually made the car more controllable as it wants to annihilate the tires at pretty much any point in the RPM....
Here is a 14lb dyno comparison
GM LS7- 736RWHP/738RWHP
RHS/All Pro- 854RWHP/816RWTQ
A gain of 118RWHP/78RWTQ
Here is our final pull on 15psi/pump gas/no methanol
Results: 880RWHP/817RWTQ
We are waiting for Tim to put a few more miles on the new combo and for the heat to break a bit. Once both of these things happen we will start tuning for big boost on C16... Things should get very interesting in the 25lb range
Here is an idle clip. Notice how mild the camshaft sounds in this video....
Here are a few pics of the completed build. We were very pleased with the finished product.
08-24-2011, 05:48 PM
#2
Nice looking engine compartment as always Ron. I like solid lifters myself...reason the you went with them in this build? I would love to feel the 4th gear pull in that thing on a long straightaway. Thanks for sharing the build.
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08-30-2011, 06:46 PM
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Awesome build! That is my next build for my SS. What did he do with the LS7 that came out?
Do you make those valve covers for LS1/6 heads? Those look awesome and I need some.
Do you make those valve covers for LS1/6 heads? Those look awesome and I need some.
08-31-2011, 02:01 PM
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Pretty sure the wife won't approve the LS7 motor swap until the 408 is blown. At least I will be able to part out the 408 if it does go. TFS 235 heads, VR ported FAST 92/92TB, YT 1.7 rockers etc. I would love to have that motor though and 10.5k is not bad.
Pretty sure the wife won't approve the LS7 motor swap until the 408 is blown. At least I will be able to part out the 408 if it does go. TFS 235 heads, VR ported FAST 92/92TB, YT 1.7 rockers etc. I would love to have that motor though and 10.5k is not bad.
12-15-2011, 02:08 PM
#20
Well we finally got some good #s!!! We had an issue with the clutch that delayed us a bit, but the results speak for themselves!!!
25.6 psi peak- The huge dip was right after peak boost was achieved and the car blew the tires off on the dyno. The graph below we pulled out 2 psi and put four bodies in the back of the car and made similar #s... Notice on this graph how hard the power was coming on... If we could keep the tires from spinning I think we could see close to 1400rwhp!!!
25.6 psi Vs 24 psi with ramp change on the AMS1000
Ill be posting some videos on the dyno and street later this week.
25.6 psi peak- The huge dip was right after peak boost was achieved and the car blew the tires off on the dyno. The graph below we pulled out 2 psi and put four bodies in the back of the car and made similar #s... Notice on this graph how hard the power was coming on... If we could keep the tires from spinning I think we could see close to 1400rwhp!!!
25.6 psi Vs 24 psi with ramp change on the AMS1000
Ill be posting some videos on the dyno and street later this week.