eLTwerker

$1800+ for headers! That's a bank breaker right there. How did you get the loot for all that? I know, I know you could tell me, but then you'd have to kill me!

Anyway, your #'s are killer, man! Can you tell me what wheel/tire set up you were running when you put down those #'s? Any weight reduction mods? DCR? SCR? What size stall? Sorry so many questions. Thanks!

pdd

iTrader: (3)

nice setup bro

30th t/a

iTrader: (51)

great power but holy jezzz!!!! $2000 for a H/C install??!!!! damn!

pushinfreight

So what is being done to actually get it to run at 1100 rpms in 6th gear and no bucking? Does the spec of the cam determine where it will be able to cruise at or is it more of a combination of gear, car weight ect...

miami993c297

iTrader: (6)

Hi eLTwerker,

The car is running the OEM drivetrain except for the clutch, 395/35/18 on the OEM Alu Rims.

No the weight didn't move and as you can see in the VIDEOS in the first post I use the car also as a DD.

It is a 6 gear.

With those Heads

The ETP milled to 60 cc :



The ETP 215 intake side :



The ETP 215 exhaust side :



The ETP prepared with the upgraded FTI PS4 Valve Springs :



The SCR is around 11.45 acording to the calculation of Ed Curtis.

And with this camshaft:

The Cometic Head Gaskets :



Morel Billet Hydraulic Lifters:





The Adjustable timing chain:





The Three Piece Pro-Series Heavy Wall 8.100 Push Rods:



The Chevy LS6 OEM ROCKERS Trunion Upgrade:



The Melling high volume low pressure oil pump:



ASP Underdrive Pulley:





And don't be sorry, if I have posted here it is to share what I know...

Christian

miami993c297

iTrader: (6)

Thanks for your positive comment, it took me a lot of learning and meeting a lot of people to tight this one.

At the end I guess the Videos in the first post says all...

Christian

miami993c297

iTrader: (6)

Hi again eLTwerker,

Just a quick comment about my Headers, certainly not the cheapest on the market BUT I tested different brands and I selected those one for their nicest torque curve (already sold the others!!)

The LG Pro Longtube Headers (without cats) :



Christian

99WhiteKnight

iTrader: (7)

very very nice, congrats on the new set-up...you have youself one sick zo6!!

miami993c297

iTrader: (6)

Hi pushinfreight,

First on a technical aspect the components are not extreme in any maner (camshaft timing or head volume), only a nice balance of parts well done and well assembled together.

Second the tuning was a very long process that I can divide in two parts:

-1) The dyno session from Jeremy FORMATO that was exceptional, he did really great on the dyno in only 8 pulls asking me if I wanted to go a little further...we were so late I decided to stop there...
and the time plus attention also he spent on the idle trying a lot of different combinations to finally find a way to make the car really happy there as you can see in the videos in my first post.

-2) The drivablity which took me really long to reach the level you can see in the second video, I would say a little more that 7 full tanks of dataloging and some nights of analyzing.
I am using HP Tuner and a lot of advices from persons knowing really what they say about tuning!!!

There is no magic there, only logic and method and voila...

Hope that is answering your question
Christian

TeEnAgE pHeNoM

iTrader: (6)

Good job but are you sure that Spec 2 clutch is going to hold?

miami993c297

iTrader: (6)

Hi 30th t/a,

Let's talk a little bit about my budget...

The price of all the components listed above are in line with the quality involved in their building process, I decided to go this route of a strong/reliable "almost" race car (+100 hp / liter NA was a racing ref back in the 80's) having around the right persons to help me along my path.

It is unique to have this opportunity to drive a NA car that powerful on the road here in USA (Florida) versus Europe where you need most of the time an homologation from TUV to do it, and it limits the results by far before the one are presently obtained.

The option of building a turbocharged was considered also (not convinced it's cheaper at the end), but I had already two strong turbocharged cars in Europe in the past both prepared by Prodrive, having the possibility to drive everyday almost a race car screaming to 7400 rpm with ~575hp was too tempting, I offered myself this pleasure…

If any cut could have been done in the budget I think it was labor wise, and some options were here also considered:
- Take my time and do the job myself when not too busy (that would have been a dream)
- Find a good friend with some skills that would be passionate by the project and helping for the fun (I know the perfect persons but they are not in Florida)
- Find a talented professional here in Florida with lower rates (didn’t really search)

As I wanted my ZO6 done for Christmas (childhood reminiscence) I went for it and was just conscious of the consequences…and finally got her a little latter than Christmas,the 27th.

I know it is a lot of money there, not very reasonable, but I never found any logic in pleasure, specially when they are a little bit extreme…

Thank you for your answer 30th t/a, I made myself a big present…screaming loud!!!

Christian

miami993c297

iTrader: (6)

Thanks 99WhiteKnight,

Which is your prefered video in the first post?

Christian

30th t/a

iTrader: (51)

no matter what, you got a monster of a car. do you plan to have any track time with that car? you should be able to get some mid - high 10s in good weather and some good driving.

SSippi

iTrader: (2)

Christian! Congrats on a nice package, how do you put all that power down to the ground with out spinning the tires? Drag Radials?

miami993c297

iTrader: (6)

Hi SSippi,

I told you some time ago that I was going for strong stuff and that's was the reason why I was selling my camshaft...

I have the big stuff, you have my ex camshaft, I see it in your sig !!!
How is it going?

Christian

SSippi

iTrader: (2)

Christian, Yes, I have your ex camshaft and I'm enjoying it very much. I had to get drag radials so I could enjoy all the power that cam makes! My current project is installing a Pro 5.0 shifter. The shifter is very tight and make precise shifts but I am working on limiting the amount of noise that it lets into the cabin. I'll will be installing a 3/32 rubber gasket instead of using the RTV gasket maker. Next on tap is a dyno tune and I will hope the tuner can work in some good low rpm driving charcteristics like your car has!

Have you taken this beast of yours to the drag strip yet!! Let us know! Thanks and take care!

Tom

miami993c297

iTrader: (6)

Hi TeEnAgE pHeNoM,

Refering to the experience of some drag racer here around, drag racing this clutch is certainly not the best option...

Following SPEC chart about the max torque for the SPEC II it is on the verge of what can be done with it.

Today, with the car as is, first gear is just dreaming about, I didn't found any way to put the power on the ground.
Second gear is manageable knowing that around 5200 to 5600 rpm I will have to modulate the throttle position to be efficient.
Third gear is limit full traction and I definitively have a strong wheel spin if the exterior temp is under 65° WOT 5500rpm...

Wich meens that as long as I will not improve traction I will be ok with the clutch, and my wife can still drive the Z to the mall...

I am sure that racing would be another story, but the time will come one day maybe !!!
Christian

miami993c297

iTrader: (6)

You are right, doen't matter, I have what I wanted.

Next time will be adjusted...

About Drag Racing that is a speciality I discovered in 2002 coming from Europe where those competitions are not as usual than here, I will say that I don't feel ready yet to go racing.
But I watch and learn (when free time...)

Engine wise it is not bad at all, the power range is just where it needs to be, third gear is a little bit too long and fourth is for sure not the good one.
Only a dif can help there.
But traction is a tremendous issue in my actual configuration, and I think that just increasing it by the add of sticky drag tires will be only a partial part of the global answer to perform well...

Then no time for the moment at the drag strip but...

Christian

Sport Side

iTrader: (6)

I'd love to see what it does in the quarter. Any chance you'll make it to one?

miami993c297

iTrader: (6)

Hi Sport Side,

Drag Racing the car is going to be a question of opportunity, meeting the right persons ready to help me in this new world and beeing in a window where my schedule is open.

As I am living only 30 minutes away from Moroso, anything may happen, it may be fun to be there for the first time as a beginner at my age...

As some members are asking me through PM questions on the shape of the power and torque curve of my engine, I am posting below an overlay from the day where I left the car to J&J (11/17/06) and the day where I had my car back (12/27/06).

The general consensus was that there was a probability to lose power down low, in the 3000 rpm to 4000 rpm range...and I was convinced that going to a bigger camshaft and increasing the overlap could only lead to that.
I was lucky with my combo, NO LOSS down low, matching in the zone and some little plus in term of power on the dyno.
The accelerations time are EXACTLY the same on the road between 3000 rpm and 4000 rpm !!! (always monitered the same way of my usual process that most of you are aware of through HP Tuner)

The gain in power are after 4200 rpm but the HUGE GAIN in accelerations is between 4600 rpm and 7100 rpm, ~2 seconds on ~11 seconds....

EXACT ACCELERATION TIME 4 GEAR 100 mph to 153 mph 4600 rpm/7000 rpm:

11-16-06 SD 86 10.55am------:-----11.52sc
02-17-07 SD ETP 15 11.05am--:------9.57sc

May be those acceleration numbers are telling something to the specialist here around.
That is the process used by all the newspapers and racing journalist in Europe to compare the power car to car, no traction or grip parameters induce in the game.



Christian