Details on my setup for those interested....
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From: Olmsted Falls, OH
Details on my setup for those interested.... Figured i'll answer some questions for those interested.
short block consists of...
Stock LS6 block, .010 over, with stock main caps
Crower 6.125" billet rods (from the old motor)
Stock crank (from the old motor)
JE pistons to my spec's, valve reliefs and inverted dome for CR
standard ARP studs on mains and heads
Top end....
LQ9 heads, originally ported and fitted with 2.02/1.60 valves.
Reworked on the exhaust side.
Now with 2.05 intake valves, new guides and locator collars, welded up some deck damage and re-milled, cleaned up chambers to match volume between holes. Had a couple small chambers that caused issues last year. Thus the damage welded up. (it was consistantly eating the #6 plug)
A VERY nasty FMS solid roller cam and components - Thanks Allan
T&D adjustables w/ crane lifters - Thanks Jason
11/32 ball end custom pushrods from Manton Racing. Quick turn, great quality and good pricing if you ever need custom pushrods.
Valve cover spacers from LG - Thanks Louis
Cloyes single chain adjustable sprockets w/ single Jwis chain.
GM chain damper
GM 6L OEM gaskets - no o-rings
Probably now about 9:1 CR with the added milling on the heads.
Headers are 321 stainless, 1 3/4 primary, unequal length. Hand built by yours truly using bends from Burns Stainless. They end in a pair of double slip merge collectors custom made by Burns, straight from the merge to turbo flange, 321 stainless. Very trick pieces.
Down pipes are 304 stainless, 3" out with swaged transition to 3.5" and down.
Turbos are a pair of Turbonetics T-66's, Ball bearing. 0.69 A/R on the hot side, P-trim.
Twin spearco 2-231 water to air coolers, put together by George at Turbo Tech with the help of the guys at Speedworks. Setup with 2.5" in and 3.5" out. 5 gallon cell in the back for ice water, fed w/ meziere inline water pump. Never saw over 85° inlet temps with ice water in the tank
It does eat about 16lbs of ice per pass/pull
BOV's and wastegates are Tial, 46mm gates, and their standard 46mm BOV.
Oiling system is a 4 stage drysump. Pump by Razor performance (now out of AZ)
Pan is from Armstrong Racing ( www.drysump.com )
Big Setrab oil cooler, HP6 fram race filter
Stef's 1.5 gallon drag oil tank in the back.
LOTS of aeroquip line
It now sports an aluminum front motor plate, and steel mid plate. I drew them up and had them machined locally. 3/8" 7075 T-651 aluminum on the front and 1/4" mild steel laser cut for the mid. Motor sits about an inch lower and nearly 2 inches farther back. I managed to crack the water jackets at the solid motor mount locations on the last setup, thus the plates.
Fuel system is the same as last year.
Still on the stock PCM w/ injector driver.
Still on the T-56 (probably not for long as it **** the clutch over the weekend along with all the other problems
)
3500 lbs race weight
short block consists of...
Stock LS6 block, .010 over, with stock main caps
Crower 6.125" billet rods (from the old motor)
Stock crank (from the old motor)
JE pistons to my spec's, valve reliefs and inverted dome for CR
standard ARP studs on mains and heads
Top end....
LQ9 heads, originally ported and fitted with 2.02/1.60 valves.
Reworked on the exhaust side.
Now with 2.05 intake valves, new guides and locator collars, welded up some deck damage and re-milled, cleaned up chambers to match volume between holes. Had a couple small chambers that caused issues last year. Thus the damage welded up. (it was consistantly eating the #6 plug)
A VERY nasty FMS solid roller cam and components - Thanks Allan
T&D adjustables w/ crane lifters - Thanks Jason
11/32 ball end custom pushrods from Manton Racing. Quick turn, great quality and good pricing if you ever need custom pushrods.
Valve cover spacers from LG - Thanks Louis
Cloyes single chain adjustable sprockets w/ single Jwis chain.
GM chain damper
GM 6L OEM gaskets - no o-rings
Probably now about 9:1 CR with the added milling on the heads.
Headers are 321 stainless, 1 3/4 primary, unequal length. Hand built by yours truly using bends from Burns Stainless. They end in a pair of double slip merge collectors custom made by Burns, straight from the merge to turbo flange, 321 stainless. Very trick pieces.
Down pipes are 304 stainless, 3" out with swaged transition to 3.5" and down.
Turbos are a pair of Turbonetics T-66's, Ball bearing. 0.69 A/R on the hot side, P-trim.
Twin spearco 2-231 water to air coolers, put together by George at Turbo Tech with the help of the guys at Speedworks. Setup with 2.5" in and 3.5" out. 5 gallon cell in the back for ice water, fed w/ meziere inline water pump. Never saw over 85° inlet temps with ice water in the tank
It does eat about 16lbs of ice per pass/pull
BOV's and wastegates are Tial, 46mm gates, and their standard 46mm BOV.
Oiling system is a 4 stage drysump. Pump by Razor performance (now out of AZ)
Pan is from Armstrong Racing ( www.drysump.com )
Big Setrab oil cooler, HP6 fram race filter
Stef's 1.5 gallon drag oil tank in the back.
LOTS of aeroquip line
It now sports an aluminum front motor plate, and steel mid plate. I drew them up and had them machined locally. 3/8" 7075 T-651 aluminum on the front and 1/4" mild steel laser cut for the mid. Motor sits about an inch lower and nearly 2 inches farther back. I managed to crack the water jackets at the solid motor mount locations on the last setup, thus the plates.
Fuel system is the same as last year.
Still on the stock PCM w/ injector driver.
Still on the T-56 (probably not for long as it **** the clutch over the weekend along with all the other problems
)3500 lbs race weight
Thread Starter
TECH Veteran
iTrader: (5)
Joined: Nov 2001
Posts: 4,491
Likes: 1
From: Olmsted Falls, OH
Oh yeah...
There's about 100+ pictures i've been uploading as the car was built. Just take them and upload.
They are NOT for the dial-up crowd as they are all 1.8M or bigger. Too lazy to shrink them along the way. Until i organize them that's all you get
If you're interested
http://harlan-engineering.com/projectBFT/
There's about 100+ pictures i've been uploading as the car was built. Just take them and upload.
They are NOT for the dial-up crowd as they are all 1.8M or bigger. Too lazy to shrink them along the way. Until i organize them that's all you get
If you're interested
http://harlan-engineering.com/projectBFT/
Originally Posted by y2khawk
Figured i'll answer some questions for those interested.
short block consists of...
Stock LS6 block, .010 over, with stock main caps
Crower 6.125" billet rods (from the old motor)
Stock crank (from the old motor)
JE pistons to my spec's, valve reliefs and inverted dome for CR
standard ARP studs on mains and heads
Top end....
LQ9 heads, originally ported and fitted with 2.02/1.60 valves.
Reworked on the exhaust side.
Now with 2.05 intake valves, new guides and locator collars, welded up some deck damage and re-milled, cleaned up chambers to match volume between holes. Had a couple small chambers that caused issues last year. Thus the damage welded up. (it was consistantly eating the #6 plug)
A VERY nasty FMS solid roller cam and components - Thanks Allan
T&D adjustables w/ crane lifters - Thanks Jason
11/32 ball end custom pushrods from Manton Racing. Quick turn, great quality and good pricing if you ever need custom pushrods.
Valve cover spacers from LG - Thanks Louis
Cloyes single chain adjustable sprockets w/ single Jwis chain.
GM chain damper
GM 6L OEM gaskets - no o-rings
Probably now about 9:1 CR with the added milling on the heads.
Headers are 321 stainless, 1 3/4 primary, unequal length. Hand built by yours truly using bends from Burns Stainless. They end in a pair of double slip merge collectors custom made by Burns, straight from the merge to turbo flange, 321 stainless. Very trick pieces.
Down pipes are 304 stainless, 3" out with swaged transition to 3.5" and down.
Turbos are a pair of Turbonetics T-66's, Ball bearing. 0.69 A/R on the hot side, P-trim.
Twin spearco 2-231 water to air coolers, put together by George at Turbo Tech with the help of the guys at Speedworks. Setup with 2.5" in and 3.5" out. 5 gallon cell in the back for ice water, fed w/ meziere inline water pump. Never saw over 85° inlet temps with ice water in the tank
It does eat about 16lbs of ice per pass/pull
BOV's and wastegates are Tial, 46mm gates, and their standard 46mm BOV.
Oiling system is a 4 stage drysump. Pump by Razor performance (now out of AZ)
Pan is from Armstrong Racing ( www.drysump.com )
Big Setrab oil cooler, HP6 fram race filter
Stef's 1.5 gallon drag oil tank in the back.
LOTS of aeroquip line
It now sports an aluminum front motor plate, and steel mid plate. I drew them up and had them machined locally. 3/8" 7075 T-651 aluminum on the front and 1/4" mild steel laser cut for the mid. Motor sits about an inch lower and nearly 2 inches farther back. I managed to crack the water jackets at the solid motor mount locations on the last setup, thus the plates.
Fuel system is the same as last year.
Still on the stock PCM w/ injector driver.
Still on the T-56 (probably not for long as it **** the clutch over the weekend along with all the other problems )
3500 lbs race weight
short block consists of...
Stock LS6 block, .010 over, with stock main caps
Crower 6.125" billet rods (from the old motor)
Stock crank (from the old motor)
JE pistons to my spec's, valve reliefs and inverted dome for CR
standard ARP studs on mains and heads
Top end....
LQ9 heads, originally ported and fitted with 2.02/1.60 valves.
Reworked on the exhaust side.
Now with 2.05 intake valves, new guides and locator collars, welded up some deck damage and re-milled, cleaned up chambers to match volume between holes. Had a couple small chambers that caused issues last year. Thus the damage welded up. (it was consistantly eating the #6 plug)
A VERY nasty FMS solid roller cam and components - Thanks Allan
T&D adjustables w/ crane lifters - Thanks Jason
11/32 ball end custom pushrods from Manton Racing. Quick turn, great quality and good pricing if you ever need custom pushrods.
Valve cover spacers from LG - Thanks Louis
Cloyes single chain adjustable sprockets w/ single Jwis chain.
GM chain damper
GM 6L OEM gaskets - no o-rings
Probably now about 9:1 CR with the added milling on the heads.
Headers are 321 stainless, 1 3/4 primary, unequal length. Hand built by yours truly using bends from Burns Stainless. They end in a pair of double slip merge collectors custom made by Burns, straight from the merge to turbo flange, 321 stainless. Very trick pieces.
Down pipes are 304 stainless, 3" out with swaged transition to 3.5" and down.
Turbos are a pair of Turbonetics T-66's, Ball bearing. 0.69 A/R on the hot side, P-trim.
Twin spearco 2-231 water to air coolers, put together by George at Turbo Tech with the help of the guys at Speedworks. Setup with 2.5" in and 3.5" out. 5 gallon cell in the back for ice water, fed w/ meziere inline water pump. Never saw over 85° inlet temps with ice water in the tank
It does eat about 16lbs of ice per pass/pull
BOV's and wastegates are Tial, 46mm gates, and their standard 46mm BOV.
Oiling system is a 4 stage drysump. Pump by Razor performance (now out of AZ)
Pan is from Armstrong Racing ( www.drysump.com )
Big Setrab oil cooler, HP6 fram race filter
Stef's 1.5 gallon drag oil tank in the back.
LOTS of aeroquip line
It now sports an aluminum front motor plate, and steel mid plate. I drew them up and had them machined locally. 3/8" 7075 T-651 aluminum on the front and 1/4" mild steel laser cut for the mid. Motor sits about an inch lower and nearly 2 inches farther back. I managed to crack the water jackets at the solid motor mount locations on the last setup, thus the plates.
Fuel system is the same as last year.
Still on the stock PCM w/ injector driver.
Still on the T-56 (probably not for long as it **** the clutch over the weekend along with all the other problems
)3500 lbs race weight
I think you need to add this line before any of the details!!
Built by Stenod Racing! (in a 10X20 small *** garage
) Thread Starter
TECH Veteran
iTrader: (5)
Joined: Nov 2001
Posts: 4,491
Likes: 1
From: Olmsted Falls, OH
when i rolled across the scales it was 3535 with me and an unknown amount of fuel. The gauge is flaking out on me, one of the many gremlins these days.
It was 3460 at N vs S, and i knew we added some weight, but not as much as i thought.
It was 3460 at N vs S, and i knew we added some weight, but not as much as i thought.
Originally Posted by y2khawk
Oh yeah...
Too lazy to shrink them along the way. Until i organize them that's all you get
http://harlan-engineering.com/projectBFT/
Too lazy to shrink them along the way. Until i organize them that's all you get
http://harlan-engineering.com/projectBFT/
So look for them around April?
Looks nice.
I saw your post about running out of fuel, I wonder if your current pump is up to the task, I would think that 95 lb injectors at 60+ psi would be good for your power level. Z8's has been running the same size injectors at a lower base fuel pressure to 8.96 and a best mph of 159mph with an average of 154mph the last time out with tranny issues. He runs the Weldon 2035, I have a Weldon 2025.
Do you have a spool or a posi?
I saw your post about running out of fuel, I wonder if your current pump is up to the task, I would think that 95 lb injectors at 60+ psi would be good for your power level. Z8's has been running the same size injectors at a lower base fuel pressure to 8.96 and a best mph of 159mph with an average of 154mph the last time out with tranny issues. He runs the Weldon 2035, I have a Weldon 2025.
Do you have a spool or a posi?
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Thread Starter
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Joined: Nov 2001
Posts: 4,491
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From: Olmsted Falls, OH
That's what i'm guessing John. But we did have it on the charger on the dyno, but it way not have been enough to keep the pump happy. And every pass we made had something funky with the charging. The new battery helped, but it still ran it down. I know the injectors should be be enough, but we had to add so much fuel on the dyno that the PW's were well over 100%. Then again, that's at 43 psi base. I'll get to it next month maybe, i need a break from it
And it's a spool
Eric
And it's a spool
Eric
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Originally Posted by y2khawk
Oh yeah...
There's about 100+ pictures i've been uploading as the car was built. Just take them and upload.
They are NOT for the dial-up crowd as they are all 1.8M or bigger. Too lazy to shrink them along the way. Until i organize them that's all you get
If you're interested
http://harlan-engineering.com/projectBFT/
There's about 100+ pictures i've been uploading as the car was built. Just take them and upload.
They are NOT for the dial-up crowd as they are all 1.8M or bigger. Too lazy to shrink them along the way. Until i organize them that's all you get
If you're interested
http://harlan-engineering.com/projectBFT/
cool. Checking out gallery now.
wow, stock head gaskets eh?
get to measure the exhaust pressure by chance?
me and rice eter were joking about what you had to do to convince the guys at work that the 04 vette needed a second maf input lol!.. but perhaps you just lucked into it?
get to measure the exhaust pressure by chance?
me and rice eter were joking about what you had to do to convince the guys at work that the 04 vette needed a second maf input lol!.. but perhaps you just lucked into it?
Matt - Hmmm, actually Z8's car was at ~40-45 base fuel too and I recall him or Bob saying that the PW's were on the high side, and that they were gonna potentially up the base fuel to compensate since it's possible to do so.
I'm a week or so from a full out tune too, and my base fuel is at 40 or 43. I have been thinking of moving it up but I am running 83 Siemens.
You might want to pull and check the fuel pump before SBSO.
I'm a week or so from a full out tune too, and my base fuel is at 40 or 43. I have been thinking of moving it up but I am running 83 Siemens.
You might want to pull and check the fuel pump before SBSO.
Thread Starter
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From: Olmsted Falls, OH
David
It doesn't, I've been working on it with a MAF guru. Just another little black box in the car. If there's a demand for it, it might appear
John, i gotta get the electical system sorted before i start ruling out the pump. It should be big enough. But then again it does have some miles on it.
It doesn't, I've been working on it with a MAF guru. Just another little black box in the car. If there's a demand for it, it might appear
John, i gotta get the electical system sorted before i start ruling out the pump. It should be big enough. But then again it does have some miles on it.
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From: Deep in the seedy underworld of Koonerville
Harlan - I think there could definately be a demand for that little black box. So what you're saying is any stock computer will work with the "guru" box and a little programming?
16lbs of ice/pass.
Here is a site you need to visit.
Click Here
So what you're saying is any stock computer will work with the "guru" box and a little programming? 16lbs of ice/pass.
Here is a site you need to visit.Click Here
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From: College Station, Tx
Curious on the merge collectors - from what I had seen on them they worked best with low/zero backpressure - is it a normal thing to use them in big power turbo setups, or is this something you are pioneering?
y2k hawk
wow, stock head gaskets eh?
get to measure the exhaust pressure by chance?
me and rice eter were joking about what you had to do to convince the guys at work that the 04 vette needed a second maf input lol!.. but perhaps you just lucked into it?
me and rice eter were joking about what you had to do to convince the guys at work that the 04 vette needed a second maf input lol!.. but perhaps you just lucked into it?
And the MAF thing... right before the orginal pics were posted... and a few people were giving details of your set-up... Me and MM were talking at work and he suggested the twin MAF thing... i was just the first one to spot them and get a post up before he did ... he he
Anyways... i am SO glad to see your car running again... 800rwhp on only 12psi, stock HG's, stock crank....finally disproving a few theories about turbo Ls1's.
As i have said about 4 times now... GREAT job and thanks for the details on your set-up....... now get sum vids up!!
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Joined: Nov 2001
Posts: 4,857
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From: Austin, TX
Didn't Meaney run merge collectors on that 427cid 1200hp bastard? I'm curious as well, since I have always gone by what Chris said about the merge collectors (low backpressure situations).
So you are running dual MAF's? That's bad ***.
So you are running dual MAF's? That's bad ***.
