Require 650RWHP engine for 1999 Vette
Thread Starter
Teching In
Joined: Jul 2006
Posts: 1
Likes: 0
From: CT
Require 650RWHP engine for 1999 Vette Guidance from the experts:
New project:
Base Car: 1999 Corvette
Base Engine: Stock 5.7 LS1 (will replace with new engine)
My project goal is to have a reliable, usable, and easy to maintain 650RWHP 1999 Corvette that can achieve 220mph. Looking for naturally aspirated engine. Can someone provide the required components and or contacts to achieve this project goal?
Goal: 650rwhp – 220mph – pump gas 93 octane - and be able to drive across the country on vacation.
What combination is needed to achieve these numbers and reliability????
Intake Manifold – Fast ??
Mass Air flow
Fuel injectors
Heads – AFR ?? LS7X Warhawk ??
Lifters
Rocker arms
Valves
Valve springs
Pistons
Rings
Connecting rods
Push rods
Headers
Exhaust
Tail pipes
Engine block – LS7X Warhawk ???
Crankshaft
Camshaft
Best corvette computer technician in the country that can tune this setup??
Best engine builder to build this engine
Your thought and recommendation are greatly appreciated
Sincerely
650rwhp
New project:
Base Car: 1999 Corvette
Base Engine: Stock 5.7 LS1 (will replace with new engine)
My project goal is to have a reliable, usable, and easy to maintain 650RWHP 1999 Corvette that can achieve 220mph. Looking for naturally aspirated engine. Can someone provide the required components and or contacts to achieve this project goal?
Goal: 650rwhp – 220mph – pump gas 93 octane - and be able to drive across the country on vacation.
What combination is needed to achieve these numbers and reliability????
Intake Manifold – Fast ??
Mass Air flow
Fuel injectors
Heads – AFR ?? LS7X Warhawk ??
Lifters
Rocker arms
Valves
Valve springs
Pistons
Rings
Connecting rods
Push rods
Headers
Exhaust
Tail pipes
Engine block – LS7X Warhawk ???
Crankshaft
Camshaft
Best corvette computer technician in the country that can tune this setup??
Best engine builder to build this engine
Your thought and recommendation are greatly appreciated
Sincerely
650rwhp
Start with a LS7 crate motor and go from there, you need good heads and big cubes to do this. Basically you are asking for a 750hp daily driver NA motor.... ain't the easiest task ever undertaken. The easy to maintain part is going to be your problem here.
Bret
Bret
Honestly, i don't see you getting that out of a small block normally aspirated.
Some of the highest tuned engines that fit your other requirements are maxxing at 120hp/l. And this is a 9000rpm engine with 4 valve heads that flow REALLY well. 650rwhp is about 750 crank horsepower. The biggest aluminum 'LS1' block that I know of is like 402cu in, which is about 6.6L. So considering your cylinder heads, even being CNC ported, are still going to be inferior to the 4 valves, I'd say you're looking at about 660 crank HP, about 100hp/l, which is highly respectable from a 2 valve engine. Now this is going to have to be high, 11.5 or 12:1 compression, with tuned equal length headers, a custom intake, etc. It will not be quiet like stock, and with the cam you'll need to turn the RPM you'll need to make that power, you're idle would have to be at like 1400, and it'd lump like crazy. With the requirements you posted, I'd go so far as to say it isn't possible.
You should really consider a turbocharger or supercharger. But then reliability goes down. Have you considered a big block with Arao heads?
Some of the highest tuned engines that fit your other requirements are maxxing at 120hp/l. And this is a 9000rpm engine with 4 valve heads that flow REALLY well. 650rwhp is about 750 crank horsepower. The biggest aluminum 'LS1' block that I know of is like 402cu in, which is about 6.6L. So considering your cylinder heads, even being CNC ported, are still going to be inferior to the 4 valves, I'd say you're looking at about 660 crank HP, about 100hp/l, which is highly respectable from a 2 valve engine. Now this is going to have to be high, 11.5 or 12:1 compression, with tuned equal length headers, a custom intake, etc. It will not be quiet like stock, and with the cam you'll need to turn the RPM you'll need to make that power, you're idle would have to be at like 1400, and it'd lump like crazy. With the requirements you posted, I'd go so far as to say it isn't possible.
You should really consider a turbocharger or supercharger. But then reliability goes down. Have you considered a big block with Arao heads?
It can be done.Will be big $$ though. Your 650rwhp and 100% reliable is hard to do without a blower though.
Here is something recent we did on a Vette.
427C5R shortblock
ET 225 Heads
234 Cam
all the other bolt-ons
with 8.5-1 compression it did 465hp/455tq
Now with the D1 blower we expect 750hp/700tq on 93 octain pump gas and 100% daily driver.That would hit 220mph real quickly.
This car made 680rwhp with a 346 last year and he drove it everyday.It even passed tailpipe emmisions.
Here is something recent we did on a Vette.
427C5R shortblock
ET 225 Heads
234 Cam
all the other bolt-ons
with 8.5-1 compression it did 465hp/455tq
Now with the D1 blower we expect 750hp/700tq on 93 octain pump gas and 100% daily driver.That would hit 220mph real quickly.
This car made 680rwhp with a 346 last year and he drove it everyday.It even passed tailpipe emmisions.
TECH Fanatic
Joined: Jun 2002
Posts: 1,979
Likes: 3
From: Upstate NY
Generally folks set a performance goal then figure what it takes to achieve it. If you set a power goal like 650 rwhp you will end up taking whatever speed you can coax out of the car before it flies/flips.
From what I've seen, the C5 starts to have serious aero problems ~200. Look at what they did to the C5R which I don't think ever got to 220. There may be some SAE papers on the C5R aero. If there are, buy them and have your aero guy study them. GM spent gazillions on that project and their wind tunnel time is "free".
The problem is the added induced drag you get from adding wings, etc. that you need to try to keep the car on the tarmac north of 200. That drag requires lots more hp to overcome. 650 rw might not be near enough. You might drop you goal to breaking 200 safely and have a better chance.
As Bret said, you have a challenge ahead of you. This ain't no DIY project. It also is probably going to cost a TON, but you already knew that. My guess would be $50K over the cost of the car, at least. I'm probably way low. If your platinum cards can't take that kind of heat, you might reconsider before you start pouring money down a black hole.
Sorry to be the wet blanket, but if you are serious about this, you need to also be realistic. How many street-legal cars are there in the world that do what you want to do, at any price?
From what I've seen, the C5 starts to have serious aero problems ~200. Look at what they did to the C5R which I don't think ever got to 220. There may be some SAE papers on the C5R aero. If there are, buy them and have your aero guy study them. GM spent gazillions on that project and their wind tunnel time is "free".
The problem is the added induced drag you get from adding wings, etc. that you need to try to keep the car on the tarmac north of 200. That drag requires lots more hp to overcome. 650 rw might not be near enough. You might drop you goal to breaking 200 safely and have a better chance.
As Bret said, you have a challenge ahead of you. This ain't no DIY project. It also is probably going to cost a TON, but you already knew that. My guess would be $50K over the cost of the car, at least. I'm probably way low. If your platinum cards can't take that kind of heat, you might reconsider before you start pouring money down a black hole.
Sorry to be the wet blanket, but if you are serious about this, you need to also be realistic. How many street-legal cars are there in the world that do what you want to do, at any price?
this is veary possible cam only ls7 make 600 rwhp i have seen them dino my friend has one we should all agree on that. so now we need another 50 wheel there are several things you can do to get that 50 wheel hp you need. you can get maybe another 10 to 15 by porting the exast side of the ls7 heads the intake side is already at max, next you will probably need a few more cubes put somemore stroke in the motor depending on how much stroke you should definatly see another 40 wheel i would think and if everyone still tells you that your goal is impossible build a 454 ls7 worhak you make 700 na all day veary possible my friend is building one now i will send you the dyno when the motor is dun my freinds cam only ZO is completley reliable and he drives it everyday
Originally Posted by soldeir
this is veary possible cam only ls7 make 600 rwhp i have seen them dino my friend has one we should all agree on that. so now we need another 50 wheel there are several things you can do to get that 50 wheel hp you need. you can get maybe another 10 to 15 by porting the exast side of the ls7 heads the intake side is already at max, next you will probably need a few more cubes put somemore stroke in the motor depending on how much stroke you should definatly see another 40 wheel i would think and if everyone still tells you that your goal is impossible build a 454 ls7 worhak you make 700 na all day veary possible my friend is building one now i will send you the dyno when the motor is dun my freinds cam only ZO is completley reliable and he drives it everyday
We could do a 650rwhp race motor N/A but reliability will be non existant. Trending Topics
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo
Perhaps you should take a look at this thread - https://ls1tech.com/forums/generation-iv-internal-engine/534661-dyno-results-sam-s-500-erl-sleeved-ls2-over-700-hp-93-oct-dyno-graphs-inside.html
This is a 500" LS2 that made 703 hp N/A on 93 octane.
Also dont forget some 14" Brembo/Bear/Wilwood rotors with 6 piston calipers, when you want to slow down at 220 mph
This is a 500" LS2 that made 703 hp N/A on 93 octane.
Also dont forget some 14" Brembo/Bear/Wilwood rotors with 6 piston calipers, when you want to slow down at 220 mph
Originally Posted by ls1muscle
Perhaps you should take a look at this thread - https://ls1tech.com/forums/showthread.php?t=534661
This is a 500" LS2 that made 703 hp N/A on 93 octane.
Also dont forget some 14" Brembo/Bear/Wilwood rotors with 6 piston calipers, when you want to slow down at 220 mph
This is a 500" LS2 that made 703 hp N/A on 93 octane.
Also dont forget some 14" Brembo/Bear/Wilwood rotors with 6 piston calipers, when you want to slow down at 220 mph
Not realistic goals as others have also voiced....
Not N/A at least with the daily driver reliability caveat.
Blown is the only way to go here if those goals are to be met and can easily be met with the right set-up and blower.
I would start looking at various forced induction options. The President of AFR has a 2001 C5 with a bonestock 346 short and AFR 225 heads that put down 640's to the rear wheel (thru an A4 I might add!) at only 9.5 lbs of boost with a puppy camshaft (220/228). I hear this thing start up when he leaves and I always just laugh to myself how docile it sounds (IS....lol) The tune isnt even close...its ridiculously fat around 11.0 to one....we have some other things going on with that car and are hoping to re-tune and get closer to 675 which would easily be 700 RWHP thru a manual trans.
Thats the type of package you need and it meets all your goals except being normally aspirated of course which just isnt realistic unless you have at least 500 inches of displacement and a cylinder head, induction, and exhaust system to feed it.
Good luck and feel free to get in touch with me if your considering using our product....
Tony M.
Not N/A at least with the daily driver reliability caveat.
Blown is the only way to go here if those goals are to be met and can easily be met with the right set-up and blower.
I would start looking at various forced induction options. The President of AFR has a 2001 C5 with a bonestock 346 short and AFR 225 heads that put down 640's to the rear wheel (thru an A4 I might add!) at only 9.5 lbs of boost with a puppy camshaft (220/228). I hear this thing start up when he leaves and I always just laugh to myself how docile it sounds (IS....lol) The tune isnt even close...its ridiculously fat around 11.0 to one....we have some other things going on with that car and are hoping to re-tune and get closer to 675 which would easily be 700 RWHP thru a manual trans.
Thats the type of package you need and it meets all your goals except being normally aspirated of course which just isnt realistic unless you have at least 500 inches of displacement and a cylinder head, induction, and exhaust system to feed it.
Good luck and feel free to get in touch with me if your considering using our product....
Tony M.
Given that N/A is just about out of the question, why not consider nitrous?
If you are going to want 650rwhp, the ability to go 220mph, drive cross-country, and be reliable, why not just think of building a motor capable of taking a healthy shot of nitrous?
I'm sure you don't plan on using all your criteria at once (rwhp, 220, x-country) unless your vacation is a cross-country race, so why not go for the option that allows you to add the extra performance if needed?
Maintenance and wear and tear would be easier too.
If you are going to want 650rwhp, the ability to go 220mph, drive cross-country, and be reliable, why not just think of building a motor capable of taking a healthy shot of nitrous?
I'm sure you don't plan on using all your criteria at once (rwhp, 220, x-country) unless your vacation is a cross-country race, so why not go for the option that allows you to add the extra performance if needed?
Maintenance and wear and tear would be easier too.
Originally Posted by cantdrv65
Thats great but dont expect daily driven reliablity out of that engine....that is this mans goal. Not to mention budget.
I don't think money is an issue, based on what he wrote. And I agree with what the sponsors have said, a 400+ci motor with a blower is a good choice, if he changes his mind about N/A power.
The problem is the added induced drag you get from adding wings, etc. that you need to try to keep the car on the tarmac north of 200. That drag requires lots more hp to overcome. 650 rw might not be near enough. You might drop you goal to breaking 200 safely and have a better chance.
TECH Resident
Joined: Sep 2003
Posts: 817
Likes: 0
From: Minnesota
Def gonna spend some big $$$$$ for this..... Dont forget there isnt any stock drivetrain thats going to hold all this power.. Consider new rear, and trans (rebuild) for whatever you're working on for sure, as well as proper fuel, tires, probably should upgrade the brakes, Etc.... Good luck tho!
I would go the turbo route for sure... I wouldnt push an NA engine that hard.. The procharger, or a turbo would work greaaaaaat!
I would go the turbo route for sure... I wouldnt push an NA engine that hard.. The procharger, or a turbo would work greaaaaaat!
You wouldn't need very many cubes with an iron block with a forged bottom end and a big turbo. You would also have WAY more than 650rwhp with the right set-up.
Whoever said call W2W hit the nail on the head.
Whoever said call W2W hit the nail on the head.
Remember the stage 2 Lingenfelter C5 had 650hp and it ran 226mph with no body modifications. It was in Motor Trend March 2000 edition. Do a search on the net.
If its geared right I think 650hp will do it. Lingenfelter did it with turbos which means that its ultra reliable. When you dont have your foot in it its probably like a stock car when its not under boost.
If its geared right I think 650hp will do it. Lingenfelter did it with turbos which means that its ultra reliable. When you dont have your foot in it its probably like a stock car when its not under boost.
Man, I love some of the people that come out of the wood works for these threads.
As many others have stated, 650rwhp and reliable are going to be tough. You won't get there with a FAST manifold. Maybe with a huge 470+ ci Resleeved LS2 block and some hogged LS7 heads/ intake, MAYBE. Don't listen to so and so did this and my buddy did that. Some of th esmartest people on this board have already givin you a answer, so take that to heart. The power you want with the reliability will be be suited in a forced induction application.
As many others have stated, 650rwhp and reliable are going to be tough. You won't get there with a FAST manifold. Maybe with a huge 470+ ci Resleeved LS2 block and some hogged LS7 heads/ intake, MAYBE. Don't listen to so and so did this and my buddy did that. Some of th esmartest people on this board have already givin you a answer, so take that to heart. The power you want with the reliability will be be suited in a forced induction application. 
East Coast Supercharger has made 600 RWHP with TEA LS6 heads and a Fast intake.
GMMG has made 590 RWHP with a 427, TEA LS6 heads and a WEIAND intake of all things.
I just built a 450 cu in engine for a friend. C5R 4.155" bore, 4.155" stroke, set this shortblock up with LS7 heads and intake, I think 625 RWHP would be reasonable.
GMMG has made 590 RWHP with a 427, TEA LS6 heads and a WEIAND intake of all things.
I just built a 450 cu in engine for a friend. C5R 4.155" bore, 4.155" stroke, set this shortblock up with LS7 heads and intake, I think 625 RWHP would be reasonable.