Twin Turbo ZO6 by Speed Inc.
08-07-2008, 06:51 PM
#81
FormerVendor
Thread Starter
Thanks Tom, I'm looking forward to the results as well. After years of building customers cars with 4 digit rwhp it's time I got one too 
THELASTZ- The 96SS was disassembled for the purpose of installing a 427ci LSX with twin turbos but I lost interest in the project and just started selling it off piece by piece. We ended up installing a naturally aspirated LS1 into the car for one of our customers on the east coast and I believe he sold the car since.
THELASTZ- The 96SS was disassembled for the purpose of installing a 427ci LSX with twin turbos but I lost interest in the project and just started selling it off piece by piece. We ended up installing a naturally aspirated LS1 into the car for one of our customers on the east coast and I believe he sold the car since.
08-10-2008, 07:32 PM
#85
FormerVendor
Thread Starter
Yes weight was the reason for the Warhawk block. I believe the weights are 133lbs for Warhawk and 225 for LSX. (Not sure how much the LSX would weigh at an equal 4.125 bore however).
08-10-2008, 07:43 PM
#86
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08-14-2008, 10:51 PM
#88
FormerVendor
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Thanks guys. Made a bit more progress. Started installing the APS fuel system. Also installed the 300m diff output shafts, Driveshaft shop CV axles/hubs, and RPM level 5 T6060 (all very nice stuff).
Also test fit the manifolds/turbos/downpipes so I could check clearance with the Quick Time bellhousing. Ended up having to trim it for downpipe clearance on the drivers side and trans cooler lines on the passenger side.
So far everything included with the APS turbo system has been of exceptional quality
Also test fit the manifolds/turbos/downpipes so I could check clearance with the Quick Time bellhousing. Ended up having to trim it for downpipe clearance on the drivers side and trans cooler lines on the passenger side.
So far everything included with the APS turbo system has been of exceptional quality
08-14-2008, 11:51 PM
#89
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Jim,
If you have trouble getting the 1000's to idle you can check in with Fuel Injector Clinic. I run 1600cc injectors in my toy car (92 DSM) and they are horrid when not in boost, 42psi... but FIC has new injectors out which have MUCH quicker response time and idle and part throttle issues are being reported to have been taken care with these new units. they are also supposed to be releasing some 1850cc's for us guys who like E85/E95.
give it a look if ya have any problems with the 100lb'ers.. I am not the biggest fan of running elevated fuel pressure especially if you plan on turning the wick up.. fuel pump efficiency degrades with high pressure. 45psi plus 42psi = pumps get slack to flow enough fuel. not sure what APS puts in their kit but if you get interested in E85.. the Fuelab pumps (Brushless DC motors look very attractive and can handle about any fuel you care to run including methanol and nitromethane.
Just some tidbits from outside sources!
Chris
If you have trouble getting the 1000's to idle you can check in with Fuel Injector Clinic. I run 1600cc injectors in my toy car (92 DSM) and they are horrid when not in boost, 42psi
... but FIC has new injectors out which have MUCH quicker response time and idle and part throttle issues are being reported to have been taken care with these new units. they are also supposed to be releasing some 1850cc's for us guys who like E85/E95.give it a look if ya have any problems with the 100lb'ers.. I am not the biggest fan of running elevated fuel pressure especially if you plan on turning the wick up.. fuel pump efficiency degrades with high pressure. 45psi plus 42psi = pumps get slack to flow enough fuel. not sure what APS puts in their kit but if you get interested in E85.. the Fuelab pumps (Brushless DC motors look very attractive and can handle about any fuel you care to run including methanol and nitromethane.
Just some tidbits from outside sources!
Chris
08-16-2008, 10:31 PM
#92
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08-18-2008, 10:15 AM
#93
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No engine required....it's powered by a hope and a prayer (that one day all of my parts will be in the same building at the same time)! 
Last edited by Classic; 08-18-2008 at 12:58 PM.
08-22-2008, 09:43 PM
#95
FormerVendor
Thread Starter
Made a little microswitch setup for the EB2 external switch points. I have it set up like this
1st gear- no input, base spring pressure
2nd gear- 2nd stage of boost enabled by grounding green wire
3rd gear- 3rd stage of boost enabled by grounding orange wire
4th gear- 4th stage of boost enabled by grounding orange/green wire simultaneously
5th gear- setup to maintain 4th stage of boost by triggering dual relays which ground orange/green wire simultaneously.
Using this along with RPM based set point mapping should really help manage the power.
1st gear- no input, base spring pressure
2nd gear- 2nd stage of boost enabled by grounding green wire
3rd gear- 3rd stage of boost enabled by grounding orange wire
4th gear- 4th stage of boost enabled by grounding orange/green wire simultaneously
5th gear- setup to maintain 4th stage of boost by triggering dual relays which ground orange/green wire simultaneously.
Using this along with RPM based set point mapping should really help manage the power.
08-22-2008, 10:24 PM
#99
FormerVendor
Thread Starter
This is what I spec'd for it-
3716 intake lobe 226 dur @.050 .603 lift with 1.8rocker
3718 exhaust lobe 230 dur @.050 .606 lift with 1.8rocker
IVO 4deg ATDC
IVC 50deg ABDC
EVO 52deg BBDC
EVC 2deg BTDC
I chose this cam to compliment the 9.4-1 static compression ratio and make power up high while maintaining nice driveability.
3716 intake lobe 226 dur @.050 .603 lift with 1.8rocker
3718 exhaust lobe 230 dur @.050 .606 lift with 1.8rocker
IVO 4deg ATDC
IVC 50deg ABDC
EVO 52deg BBDC
EVC 2deg BTDC
I chose this cam to compliment the 9.4-1 static compression ratio and make power up high while maintaining nice driveability.