Spotted: 2 LS7.R engines at Katech!
01-17-2006, 10:13 AM
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Spotted: 2 LS7.R engines at Katech! I was in Detroit over the weekend for the Detroit Auto Show so I called Jason (user Katech on the board) at Katech and asked for a quick tour. He was nice enough to stay after hours for my son and me because we drove in.
Let me start by saying how impressed I was with the staff, equipment and overall facilities. This is a state-of-the art, first-class operation from top to bottom dedicated to Gen III/IV engine development. The first thing you notice is there are Gen III/IV parts in almost every room; from LS2 blocks, LS7 heads, LS6 heads, LS7 pistons, etc everywhere. Wow!
I wasn't allowed to take pictures of the engines, which is understandable so I included a picture from of the LS7.R installed in a C6-R. Note, it has a huge engine cover, which covers the entire top of the engine. The two engines at Katech had no covers on them.
Anyway, as Jason guided me through the building, he pointed to the floor and there they were... 2 complete LS7.R engines waiting to be shipped to their respective race cars. For a LS1 gearhead this was a rare opportunity to get a chance to examine these incredibly breathtaking engines in detail up close.
The most striking part of the LS7.R is the true carbon fiber intake that has raised runners with twin plenums and throttle bodies. The valve covers are also true carbon fiber with a red Chevrolet logo. You can see how the coils are relocated to the front of the engine which really cleans up the engine look. Jason mentioned all of the LS7.R engines have restrictor plates installed which greatly reduces the power. I asked if they have ever run an unrestricted engine on the dyno and if so what was the power, he said they did and it was easily double the power (maybe Jason can step in and give some numbers).
Jason also mentioned the LS7.R block is different than the production block as are most of the components. Either way I really appreciate the chance to see these engines in person.
Other highlights:
* Talking tech with the engineers for the CTS-VR and GTO-R programs.
* Meeting the President of Katech.
* Watching them run a durability test on a LS2 destined for a GTO-R on an engine dyno. According to the dyno operator the test is done for 3 days which simulates various engine rpms and loads to make sure it is raceworthy.
* Watching an engine technician perform a test on a LS7.R engine in the disassembly/teardown area.
* Close look at their valve covers with the available engraved logos. Looks killer.
* Receiving some free Katech merchandise including a windshield banner exactly like the one the CTS-VR car.
All in all, it was a great experience and I really appreciate the chance to visit and meet some of the staff at Katech. They are a great group of people who share our passion with these engines. I recommend anyone visiting the area to call Jason to arrange a visit. It will be well worth it.
Let me start by saying how impressed I was with the staff, equipment and overall facilities. This is a state-of-the art, first-class operation from top to bottom dedicated to Gen III/IV engine development. The first thing you notice is there are Gen III/IV parts in almost every room; from LS2 blocks, LS7 heads, LS6 heads, LS7 pistons, etc everywhere. Wow!
I wasn't allowed to take pictures of the engines, which is understandable so I included a picture from of the LS7.R installed in a C6-R. Note, it has a huge engine cover, which covers the entire top of the engine. The two engines at Katech had no covers on them.
Anyway, as Jason guided me through the building, he pointed to the floor and there they were... 2 complete LS7.R engines waiting to be shipped to their respective race cars. For a LS1 gearhead this was a rare opportunity to get a chance to examine these incredibly breathtaking engines in detail up close.
The most striking part of the LS7.R is the true carbon fiber intake that has raised runners with twin plenums and throttle bodies. The valve covers are also true carbon fiber with a red Chevrolet logo. You can see how the coils are relocated to the front of the engine which really cleans up the engine look. Jason mentioned all of the LS7.R engines have restrictor plates installed which greatly reduces the power. I asked if they have ever run an unrestricted engine on the dyno and if so what was the power, he said they did and it was easily double the power (maybe Jason can step in and give some numbers).
Jason also mentioned the LS7.R block is different than the production block as are most of the components. Either way I really appreciate the chance to see these engines in person.
Other highlights:
* Talking tech with the engineers for the CTS-VR and GTO-R programs.
* Meeting the President of Katech.
* Watching them run a durability test on a LS2 destined for a GTO-R on an engine dyno. According to the dyno operator the test is done for 3 days which simulates various engine rpms and loads to make sure it is raceworthy.
* Watching an engine technician perform a test on a LS7.R engine in the disassembly/teardown area.
* Close look at their valve covers with the available engraved logos. Looks killer.
* Receiving some free Katech merchandise including a windshield banner exactly like the one the CTS-VR car.
All in all, it was a great experience and I really appreciate the chance to visit and meet some of the staff at Katech. They are a great group of people who share our passion with these engines. I recommend anyone visiting the area to call Jason to arrange a visit. It will be well worth it.
01-17-2006, 10:34 AM
#3
Originally Posted by DrkPhx
I was in Detroit over the weekend for the Detroit Auto Show so I called Jason (user Katech on the board) at Katech and asked for a quick tour. He was nice enough to stay after hours for my son and me because we drove in.
Let me start by saying how impressed I was with the staff, equipment and overall facilities. This is a state-of-the art, first-class operation from top to bottom dedicated to Gen III/IV engine development. The first thing you notice is there are Gen III/IV parts in almost every room; from LS2 blocks, LS7 heads, LS6 heads, LS7 pistons, etc everywhere. Wow!
I wasn't allowed to take pictures of the engines, which is understandable so I included a picture from of the LS7.R installed in a C6-R. Note, it has a huge engine cover, which covers the entire top of the engine. The two engines at Katech had no covers on them.
Anyway, as Jason guided me through the building, he pointed to the floor and there they were... 2 complete LS7.R engines waiting to be shipped to their respective race cars. For a LS1 gearhead this was a rare opportunity to get a chance to examine these incredibly breathtaking engines in detail up close.
The most striking part of the LS7.R is the true carbon fiber intake that has raised runners with twin plenums and throttle bodies. The valve covers are also true carbon fiber with a red Chevrolet logo. You can see how the coils are relocated to the front of the engine which really cleans up the engine look. Jason mentioned all of the LS7.R engines have restrictor plates installed which greatly reduces the power. I asked if they have ever run an unrestricted engine on the dyno and if so what was the power, he said they did and it was easily double the power (maybe Jason can step in and give some numbers).
Jason also mentioned the LS7.R block is different than the production block as are most of the components. Either way I really appreciate the chance to see these engines in person.
Other highlights:
* Talking tech with the engineers for the CTS-VR and GTO-R programs.
* Meeting the President of Katech.
* Watching them run a durability test on a LS2 destined for a GTO-R on an engine dyno. According to the dyno operator the test is done for 3 days which simulates various engine rpms and loads to make sure it is raceworthy.
* Watching an engine technician perform a test on a LS7.R engine in the disassembly/teardown area.
* Close look at their valve covers with the available engraved logos. Looks killer.
* Receiving some free Katech merchandise including a windshield banner exactly like the one the CTS-VR car.
All in all, it was a great experience and I really appreciate the chance to visit and meet some of the staff at Katech. They are a great group of people who share our passion with these engines. I recommend anyone visiting the area to call Jason to arrange a visit. It will be well worth it.
Let me start by saying how impressed I was with the staff, equipment and overall facilities. This is a state-of-the art, first-class operation from top to bottom dedicated to Gen III/IV engine development. The first thing you notice is there are Gen III/IV parts in almost every room; from LS2 blocks, LS7 heads, LS6 heads, LS7 pistons, etc everywhere. Wow!
I wasn't allowed to take pictures of the engines, which is understandable so I included a picture from of the LS7.R installed in a C6-R. Note, it has a huge engine cover, which covers the entire top of the engine. The two engines at Katech had no covers on them.
Anyway, as Jason guided me through the building, he pointed to the floor and there they were... 2 complete LS7.R engines waiting to be shipped to their respective race cars. For a LS1 gearhead this was a rare opportunity to get a chance to examine these incredibly breathtaking engines in detail up close.
The most striking part of the LS7.R is the true carbon fiber intake that has raised runners with twin plenums and throttle bodies. The valve covers are also true carbon fiber with a red Chevrolet logo. You can see how the coils are relocated to the front of the engine which really cleans up the engine look. Jason mentioned all of the LS7.R engines have restrictor plates installed which greatly reduces the power. I asked if they have ever run an unrestricted engine on the dyno and if so what was the power, he said they did and it was easily double the power (maybe Jason can step in and give some numbers).
Jason also mentioned the LS7.R block is different than the production block as are most of the components. Either way I really appreciate the chance to see these engines in person.
Other highlights:
* Talking tech with the engineers for the CTS-VR and GTO-R programs.
* Meeting the President of Katech.
* Watching them run a durability test on a LS2 destined for a GTO-R on an engine dyno. According to the dyno operator the test is done for 3 days which simulates various engine rpms and loads to make sure it is raceworthy.
* Watching an engine technician perform a test on a LS7.R engine in the disassembly/teardown area.
* Close look at their valve covers with the available engraved logos. Looks killer.
* Receiving some free Katech merchandise including a windshield banner exactly like the one the CTS-VR car.
All in all, it was a great experience and I really appreciate the chance to visit and meet some of the staff at Katech. They are a great group of people who share our passion with these engines. I recommend anyone visiting the area to call Jason to arrange a visit. It will be well worth it.
Thanks for that great review! So everybody knows, Drkphx did some test fitting on a product we have developed so I'm happy to spend some of my time with him because he has so helpfully volunteered his time in testing.
Yes, the LS7.R breathes through 2 38mm restrictors (seen in the picture) and is engineered with these restrictors in mind. If we would to run it unrestricted, it would make about 20% more power, if we were to re-engineer it unrestricted the power could potentially double. It's anybody's guess, we've never done it. Theres no point to spending the engineering costs on something that wouldn't be allowed to race.
The engine running durability on the dyno was the GTO.R engine. It was simulating laps at Daytona for 3 days. The engine builder you saw was Ron Helzner, C6.R team engine builder with over 17 years experience in race engine building.
I'm sure I could spend hours in the parts department showing you all our products, but we were a little pressed for time. I'm glad you got to see the valve covers/coil relocation brackets though.
Before I get in trouble with the Speed World Challenge series, Pratt & Miller, and GM, I gave you a Katech vinyl sticker used on production CTS-Vs and other cars built by Katech, not the SPEED sticker used on the CTS-V.R.
I'd be happy to give any other prospective customers a tour of Katech if they are in the area (pending managment approval, scheduling etc..).
01-17-2006, 12:17 PM
#5
01-17-2006, 01:50 PM
#7
Originally Posted by No Juice
What kind of product did you test DrkPhx? or Jason
Is that Coil relocation bracket just for those motors or is something that would work on my f-body?
Is that Coil relocation bracket just for those motors or is something that would work on my f-body?
LS2 Cam/Knock adapter harness
The coils simply mount to the a-plate on the LS7.R. We have coil relocation brackets for street cars that raise them off the valvecover.
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01-17-2006, 02:02 PM
#9
Originally Posted by Orr89rocz
wow that is beautiful... i love twin plenums and throttle body intake setups.. looks exotic
01-17-2006, 02:18 PM
#10
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is the true carbon fiber intake that has raised runners with twin plenums and throttle bodies
You can't see the TB in this pic. Theres 8.
01-17-2006, 02:29 PM
#11
Originally Posted by Orr89rocz
thats where i thought it said twin TB's. it has 8?? wow. is that what those 8 white looking circles on the engine cover are? looks to me like there is 4 runners each side, with a TB per runner.
01-17-2006, 02:42 PM
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I thought it looked vaguely similar to this Ferrari setup below, but the raised runners were not as tall and the intake plenums were connected in the middle. Please correct me if I'm wrong Jason.
01-17-2006, 03:02 PM
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if it looks like the C5R engine intakes, then i know exactly waht it looks like. i can't wait to see the C6R in action at an ALMS race before too long.
01-17-2006, 03:33 PM
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OK - I am going to bite - why are there two pipe feeding the twin plenums? They look small, if they are going to feed that engine - what am I missing.
Bill
Bill
01-17-2006, 03:57 PM
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Originally Posted by Bill's 02 Z-28 SS
OK - I am going to bite - why are there two pipe feeding the twin plenums? They look small, if they are going to feed that engine - what am I missing.
Bill
Bill
01-17-2006, 06:15 PM
#17
Originally Posted by DrkPhx
I thought it looked vaguely similar to this Ferrari setup below, but the raised runners were not as tall and the intake plenums were connected in the middle. Please correct me if I'm wrong Jason.
The Ferrari is a different design. The LS7.R has 8 runners that cross in an "X". The center of the X is 8 throttle butterflys built into 1 CNC machined piece alternating direction.
01-17-2006, 06:16 PM
#18
Originally Posted by Phoenix 5.7
if it looks like the C5R engine intakes, then i know exactly waht it looks like. i can't wait to see the C6R in action at an ALMS race before too long.
01-17-2006, 06:30 PM
#19
Originally Posted by Bill's 02 Z-28 SS
OK - I am going to bite - why are there two pipe feeding the twin plenums? They look small, if they are going to feed that engine - what am I missing.
Bill
Bill
MadBill and Wnt2Go10o are right. We are forced to use the restrictors because we have an unfair advantage. 
On top of that, this year they have to add quite a bit of weight to the car. We have spent countless hours on our friction load test cell developing ways to reduce friction and parasitic loss on the engine to make the most of the airflow that we have. A 300hp electric motor spins the engine and measures the parasitic loss. We can therefore test different parts, procedures, and coatings to reduce the horsepower loss from friction and send more of that power through the drivetrain.
01-17-2006, 06:35 PM
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Originally Posted by Katech
The Ferrari is a different design. The LS7.R has 8 runners that cross in an "X". The center of the X is 8 throttle butterflys built into 1 CNC machined piece alternating direction.
We won't tell.