2006 Z06 Dyno with LG Pro Long Tube Headers
09-29-2005, 10:07 PM
#101
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Ok Guys,
Until we can get some tuning software Cold air induction or slide a new cam in this car we are at some sort of a limit.
And I mean "Some Limit". This is more than we ever thought possible. We have a total of 71 miles on the car now.
REDLINE OIL's President Tim Kerrigan is the owner of this car. So there was no question that we were going to change the fluids to REDLINE. We changed the engine oil to Redline 5w-30. We changed the trans fluid to Redline D4 ATF, and the rear end got 75/90 gear lube with redline friction additive.
I then put about 2 miles on the car and pulled it back on the dyno.
(the car went to the dyno all by itself without me touching the wheel)
We gave it a cool down period and did some pulls.
The results are that we have hit a new high of:
492.2 rwhp 472.3 rwtq
The results that this new Z06 that GM has put out are nothing short of fantastic. The scary part is that it will probably get better with some proper break in miles. We did over 10 miles of dyno roller time which is usually very good break in time.
The other realization is the fact that when everyone gets LS-7 edit tuning software the bar will again be raised. how much, without going into the engine? I don't know. Of course the usual mods like cam and porting the heads, ported throttle bodies, cold air intakes etc will reap many advances.
I am looking forward to the arrival of my own Z06 so i can be a little more unforgiving with the parts we deem R & D parts. My car will be the "Mule" where we will find out what works ( I will have the cam of the week) and then we can impliment them in our customer cars.
Further clarification and my thoughts
the air filter was removed but it was removed from the last posted numbers also.
I have to say that I attribute some of the gains over the 2 days and 22 dyno runs to break in and PCM learning. But regardless, the final numbers are incredible.
We looked at the timing with the tech 2 and the timing dropped to 21 degrees during the runs we recorded. Edit tuning will solve some problems and send this car to a new level again.
I hope I can clarify these results. I also know that the baseline from cars with miles on them should be much better.
so stay tuned.There are great cars.
Lou Gigliotti LGM
Until we can get some tuning software Cold air induction or slide a new cam in this car we are at some sort of a limit.
And I mean "Some Limit". This is more than we ever thought possible. We have a total of 71 miles on the car now.
REDLINE OIL's President Tim Kerrigan is the owner of this car. So there was no question that we were going to change the fluids to REDLINE. We changed the engine oil to Redline 5w-30. We changed the trans fluid to Redline D4 ATF, and the rear end got 75/90 gear lube with redline friction additive.
I then put about 2 miles on the car and pulled it back on the dyno.
(the car went to the dyno all by itself without me touching the wheel)
We gave it a cool down period and did some pulls.
The results are that we have hit a new high of:
492.2 rwhp 472.3 rwtq
The results that this new Z06 that GM has put out are nothing short of fantastic. The scary part is that it will probably get better with some proper break in miles. We did over 10 miles of dyno roller time which is usually very good break in time.
The other realization is the fact that when everyone gets LS-7 edit tuning software the bar will again be raised. how much, without going into the engine? I don't know. Of course the usual mods like cam and porting the heads, ported throttle bodies, cold air intakes etc will reap many advances.
I am looking forward to the arrival of my own Z06 so i can be a little more unforgiving with the parts we deem R & D parts. My car will be the "Mule" where we will find out what works ( I will have the cam of the week) and then we can impliment them in our customer cars.
Further clarification and my thoughts
the air filter was removed but it was removed from the last posted numbers also.
I have to say that I attribute some of the gains over the 2 days and 22 dyno runs to break in and PCM learning. But regardless, the final numbers are incredible.
We looked at the timing with the tech 2 and the timing dropped to 21 degrees during the runs we recorded. Edit tuning will solve some problems and send this car to a new level again.
I hope I can clarify these results. I also know that the baseline from cars with miles on them should be much better.
so stay tuned.There are great cars.
Lou Gigliotti LGM
Last edited by LG Motorsports; 09-29-2005 at 10:49 PM.
09-29-2005, 10:48 PM
#103
Originally Posted by WS-Sick
Even more impressive. So do you defnitely feel that with the capability of tuning at least 500RWHP will be achievable?
09-29-2005, 10:53 PM
#104
Awesome update Lou...thanks!!!
We can put this issue to rest once and for all. I personally contacted the GM Perf Parts spokesperson and she confirmed "cast" pistons!
If you need me to dig up the GM press release which says Forged Pistons I can. Maybe the press dept. is wrong, but thats wha they released to the press, the magazines, etc...
09-30-2005, 08:19 AM
#106
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Originally Posted by WS-Sick
Even more impressive. So do you defnitely feel that with the capability of tuning at least 500RWHP will be achievable?
As we know, one of the nice things about a factory FI car vs NA is (usually) the ability to do cheap, effective mods easily. Its really looking like we have the same kind of scenario here with the big cube NA motor. Think about it, if a set of nice LT's, an airbox, and a tune alone can get you 500rwhp that's fantastic IMO. That's without touching the internals so you're 99% likely to remain within warranty if you play your cards right and it'll still idle and drive like a pussycat if that's what you're after.
What's more, and I hate to be repetitive, you have it all in a car that weighs 3100lbs! For us F-body guys that's like a free 3-tenths right there.
09-30-2005, 10:18 AM
#108
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I agree. Big heads + lightweight/strong parts = massive rpms and massive rwhp. Solid roller time!!
Does anyone know the size of the intake ports on the LS7 heads?
Does anyone know the size of the intake ports on the LS7 heads?
09-30-2005, 04:12 PM
#110
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Originally Posted by CHRISPY
Wait till you get these cars cammed, tuned, big tubed headers and spun to 8000 plus rpm. It is going to be insane. I really think you'll see well over 600RWHP.
09-30-2005, 09:08 PM
#113
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383ss's 408 is the reason many of us are saying the LS7 will end up around the 600rwhp mark with similar mods.
No one did get dimensions ( not cc's ) on the port of the head and hte port at the intake, plus flow numbers on the intake alone and head and intake attached...
No one did get dimensions ( not cc's ) on the port of the head and hte port at the intake, plus flow numbers on the intake alone and head and intake attached...
09-30-2005, 10:15 PM
#114
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The bottom end will support 8000 plus rpm. A hydraulic top end might with the right setup but solid would be safer.
Picture the new Ls7 with:
14:1 compression
Big solid roller cam
Custom intake with 100mm plus T-body
8000rpm and up shift point
custom programming
110 unleaded
Picture the new Ls7 with:
14:1 compression
Big solid roller cam
Custom intake with 100mm plus T-body
8000rpm and up shift point
custom programming
110 unleaded
09-30-2005, 10:30 PM
#115
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Maybe off topic but im thinking the confusion of the press saying the Z06 has forged pistons comes from the fact that it has a forged crankshaft. "This" could of developed into "that".
I wonder why they used a forged crankshaft though? Techies explain this please. From what I recall, the ls1 non-forged crankshaft was said to be able to handle a buttload of horsepower (not sure if I wanna say 700hp but someone can confirm of the high numbers to follow the logic).
Now the high numbers on "the non-forged crankshaft" LS1 put aside, what is the logic/reasoning of the forged crankshaft on the Z06? To support high rpm numbers? you tell me !
I wonder why they used a forged crankshaft though? Techies explain this please. From what I recall, the ls1 non-forged crankshaft was said to be able to handle a buttload of horsepower (not sure if I wanna say 700hp but someone can confirm of the high numbers to follow the logic).
Now the high numbers on "the non-forged crankshaft" LS1 put aside, what is the logic/reasoning of the forged crankshaft on the Z06? To support high rpm numbers? you tell me !
10-01-2005, 11:52 AM
#117
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Originally Posted by John B
The only other number that I could find is 283cc's according to a guy in Texas that goes by the handle of "6shooter".
10-02-2005, 02:23 PM
#120
Originally Posted by 2002_TAWS6
Maybe off topic but im thinking the confusion of the press saying the Z06 has forged pistons comes from the fact that it has a forged crankshaft. "This" could of developed into "that".
I wonder why they used a forged crankshaft though? Techies explain this please. From what I recall, the ls1 non-forged crankshaft was said to be able to handle a buttload of horsepower (not sure if I wanna say 700hp but someone can confirm of the high numbers to follow the logic).
Now the high numbers on "the non-forged crankshaft" LS1 put aside, what is the logic/reasoning of the forged crankshaft on the Z06? To support high rpm numbers? you tell me !
I wonder why they used a forged crankshaft though? Techies explain this please. From what I recall, the ls1 non-forged crankshaft was said to be able to handle a buttload of horsepower (not sure if I wanna say 700hp but someone can confirm of the high numbers to follow the logic).
Now the high numbers on "the non-forged crankshaft" LS1 put aside, what is the logic/reasoning of the forged crankshaft on the Z06? To support high rpm numbers? you tell me !